Author: Ing. M. Zahálka, TL-Ultralight, s.r.o.

Transcription

1 TL-3000 Sirius PILOT OPERATING HANDBOOK 1 February 2011 / Change 4 Aircraft Serial No: Author: Ing. M. Zahálka, TL-Ultralight, s.r.o. This Pilot Operating Handbook must remain in the aircraft and be accessible to the pilot all times.

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3 Pilot Operating Handbook Section 0 TL3000 Sirius Introduction Dear Sirius Owner: Congratulations on the purchase of your TL-3000 Sirius which is the result of many years of development by our company. We strive to be the leading designer of quality aircraft worldwide. You will find your new Sirius aircraft very enjoyable, extremely economical, and easy to maintain. The Sirius is the ideal Light Sport Airplane. It is fast, economical, pleasing to the eye, and user friendly. We at TL Aircraft are certain that your Sirius will give you hours and hours of leisure flying and enjoyment. With this Pilot Operating Handbook (POH), we hope to help inform you about the design and operation of your aircraft. This Pilot Operating Handbook is to be used as a guide to assist the pilot to safely use the Sirius aircraft. The contents are not intended to be a final authority and although proofed extensively they are still not considered error free. Therefore, the pilot in command is the final authority for the safe operation of the aircraft. Should there be any questions or errors found in reading this handbook please contact us immediately and we will issue a clarification. I believe that your airplane will be very satisfying and provide you with years of pure enjoyment. Please study and become familiar with this POH manual and the respective manuals for the propeller and rescue system. Thank you again for your business. We look forward to a continuing satisfied customer relationship. Feel free to contact us if you have any questions or comments regarding your Sirius aircraft. I wish you a lot of joy flying your new TL-3000 Sirius. In Hradec Králové 1 st January TL Ultralight L.T.D. (sig) Jiri Tlusty 1 Feb 11 Chg 4 i Copyright 2011 Reproduction of this document or any of its parts is forbidden

4 Pilot Operating Handbook Section 0 TL3000 Sirius Introduction TL-ULTRALIGHT s.r.o. Airport, building Hradec Kralove tel/fax tel info@tl-ultralight.cz 1 Feb 11 Chg 4 ii Copyright 2011 Reproduction of this document or any of its parts is forbidden

5 Pilot Operating Handbook Section 0 TL3000 Sirius Introduction SECTION INDEX GENERAL INFORMATION... 1 OPERATING LIMITATIONS... 2 EMERGENCY PROCEDURES... 3 NORMAL PROCEDURES... 4 PERFORMANCE... 5 WEIGHT & BALANCE INFORMATION... 6 AIRPLANE and SYSTEMS DESCRIPTION... 7 REQUIRED PLACARDS & MARKINGS... 8 AIRCRAFT HANDLING, SERVICE & MAINTENANCE... 9 SUPPLEMENTARY INFORMATION & APPENDIX A Feb 11 Chg 4 iii Copyright 2011 Reproduction of this document or any of its parts is forbidden

6 Pilot Operating Handbook Section 0 TL3000 Sirius Introduction NOTES, CAUTIONS, AND WARNINGS Throughout this manual, small boxes are inserted referencing a Note, Caution, or Warning. These are items which require particularly close attention for special conditions or procedures. NOTE This text box emphasizes specific operating conditions, steps in a procedure, helpful hints or useful advice. CAUTION This text box represents danger to equipment or operation. By not observing the cautions, the result could be the destruction of equipment and possibly personal danger and injury. WARNING WARNING This text box represents a hazardous situation. Warnings are used to call attention to operating procedures or conditions which, if not strictly observed, may result in personal injury or death. Every owner, pilot, operator, or user of the Sirius should become familiar with the entire contents of this Pilot Operating Handbook (POH). The text consists of flight and maintenance information combined with training instruction, Section 10, in accordance with ASTM 2245 and is required to be on board the plane and available to the pilot during all flights. It also incorporates only partial information about related systems from Rotax, the engine manufacturer, Woodcomp or DUC,the propeller suppliers, and Galaxy, the installed aircraft parachute system. Please refer to the latest edition of those manufacturer manuals for specific and complete detailed operation of each aircraft system. 1 Feb 11 Chg 4 iv Copyright 2011 Reproduction of this document or any of its parts is forbidden

7 Pilot Operating Handbook Section 0 TL3000 Sirius Introduction This flight and operational manual produced by TL Ultralight is designed to introduce TL SIRIUS aircraft to its operator. It provides the basic usage information and operational procedures ensuring the most effective aircraft utilization by the operator. Each holder of this flight and operational manual and/or its parts is obliged to maintain it in updated state by implementation of amendments, revisions and changes as published in the bulletin through the following web-page: Owners are encouraged to keep their address and contact information current in order to receive the latest continued airworthiness program information. See the contact information below to , fax, call or mail your contact data so that you can be informed and kept current on the safe operation of your aircraft. This flight and operational manual is divided by topics into several sections that are split into paragraphs according to the significance and importance of their subject matter. Page replacement, amendment or handwriting revision, must all be recorded on the List of Changes log page by recording the change or amendment serial number, number of the published change or page changed or amended, new page or change publishing date, and implementation date and signature. This operational manual is established in such a way that any revision or amendment execution is only possible by replacing or adding the appropriate pages and discarding the obsolete pages. Therefore, it is necessary that all manual holders pay increased attention to recording all changes and amendments and their implementing instructions. CAUTION The Sirius meets the standard specification Design and Performance (D&P) established by ASTM International, Inc, (ASTM) Document F 2245, and it is therefore restricted by that guideline. The aircraft does not comply with any FAA Part 22, or 23 certification processes. Compliance with regulations placed upon the airplane category should be strictly adhered to by the pilot in command (PIC) 1 Feb 11 Chg 4 v Copyright 2011 Reproduction of this document or any of its parts is forbidden

8 Pilot Operating Handbook Section 0 TL3000 Sirius Introduction CAUTION The items discussed in each of the amplified procedures are intended to comply with ASTM airplane Flight Training Supplement (FTS) in lieu of a separate manual. Additional flight training information is available in Section 10 of this manual. None of these items or procedures is intended to replace properly qualified ground or in-flight instruction by an FAA certified flight instructor (CFI). NOTE This POH manual is valid only if the PIC complies with any changes that may be issued at a later date. Any pages affected by a change should be removed and replaced with the current effective pages immediately. The aircraft manufacturer issues notices of information and mandatory bulletins to ensure continued airworthiness in accordance with ASTM 2295 for the TL-3000 Sirius Special Light Sport Aircraft (SLSA). The notices are provided to all known owners of the Sirius aircraft. All bulletins may be downloaded from: To receive updates and bulletins on the safe continued operation of your aircraft please contact us at the address below. If this manual is found not to be current, revisions missing, or pages removed contact our USA location in accordance with the ASTM / TL Continued Airworthiness Service program for replacements. TL Ultralight, s.r.o. Continued Airworthiness Service 8222 Remount Road KORK Municipal Airport North Little Rock, AR Info1@sportair.aero Phone: Fax: Feb 11 Chg 4 vi Copyright 2011 Reproduction of this document or any of its parts is forbidden

9 Pilot Operating Handbook Section 0 TL3000 Sirius Introduction LIST OF EFFECTIVE PAGES Page... Date Page... Date Page... Date Cover i ii iii iv v vi vii viii (blank) (blank) (blank) (blank) (blank) (blank) (blank) (blank) (blank) (blank) (blank) Feb 11 Chg 4 vii Copyright 2011 Reproduction of this document or any of its parts is forbidden

10 Pilot Operating Handbook Section 0 TL3000 Sirius Introduction Page... Date Page... Date (blank) (blank) Page... Date APPENDIX A List of changes Date Revised Type of Revision Posted Nr. Pages By 0 1 May 2009 None Original Issue Mar 2010 All Re-issue All Pages Aug 2010 All Re-issue all pages Oct 2010 All Re-issue all pages Feb 2011 All Re-issue all pages 1 Feb 11 Chg 4 viii Copyright 2011 Reproduction of this document or any of its parts is forbidden

11 Pilot Operating Handbook Section 1 TL3000 Sirius General Information The pilot is the final and only responsible authority for the safe operation of this aircraft. SECTION 1 GENERAL INFORMATION TABLE OF CONTENTS PAGE INTRODUCTION AIRCRAFT D TRANSPARENT DRAWING TOP VIEW DRAWING SIDE VIEW DRAWING FRONT / REAR VIEW DRAWING BASIC DIMENSIONS AIRPLANE WEIGHTS CABIN / ENTRY DIMENSIONS BAGGAGE SPACE AND ENTRY DIMENSIONS PROPELLEORS ENGINE PARACHUTE SYSTEM FUEL OIL BAGGAGE SYMBOLS, ABBREVIATIONS, AND TERMINOLOGY GENERAL AIRSPEED TERMINOLOGY METEOROLOGICAL TERMINOLOGY AIRPLANE PERFORMANCE AND WEIGHT TERMINOLOGY ABBREVIATIONS V SPEED DEFINITIONS Feb 11 Ch 4 1-1

12 Pilot Operating Handbook Section 1 TL3000 Sirius General Information The pilot is the final and only responsible authority for the safe operation of this aircraft. (THIS PAGE BLANK) 1 Feb 11 Ch 4 1-2

13 Pilot Operating Handbook Section 1 TL3000 Sirius General Information The pilot is the final and only responsible authority for the safe operation of this aircraft. INTRODUCTION This manual is organized to conform to the ASTM F2746 Standard Specification for Pilot s Operating Handbook (POH). A copy of this POH is issued with each aircraft and must remain in the aircraft and available to the pilot during flight. All pilots of this aircraft must read and understand the operation and limitations of this aircraft design. As such, many items are added as narrative information to assist them in clearly understanding what is required and in most cases help in achieving the necessary performance. The POH does not intend to and cannot replace properly qualified ground or in-flight instruction by an FAA certified flight instructor. (CFI) Maintenance and operation of major components, engine, and aircraft parachute system, propeller, avionics or other installed equipment is provided in the appropriate manufacturer manuals which are included with the aircraft. The appropriate manufacturer s manual takes precedence over any conflict in this POH. The Sirius has a high cruising speed and may traverse very different weather conditions during a single flight. The pilot is responsible for the safe flight of the aircraft and should be prepared to avoid any meteorological conditions which will endanger the occupants, the aircraft or both. Section 1 provides general information and descriptive figures relevant to the aircraft and the engine. It also contains certain definitions of aeronautical terms, ASTM Design and Performance standards and commonly used abbreviations. 1 Feb 11 Ch 4 1-3

14 Pilot Operating Handbook Section 1 TL3000 Sirius General Information The pilot is the final and only responsible authority for the safe operation of this aircraft. AIRCRAFT The TL3000 Sirius is a full three axis, high wing, two place, side-by-side seating, tricycle landing gear aircraft with a toe brake steerable nose wheel. The primary aircraft structure is carbon fiber and fiberglass UV resistant reinforced laminate with an inner foam core creating a sandwich layered construction between each ply. Various options may also be installed; therefore your aircraft may vary from the descriptions in this manual. Please check with the TL Continuing Airworthiness Center if you have any specific questions not addressed here. Front View Fig Feb 11 Ch 4 1-4

15 Pilot Operating Handbook Section 1 TL3000 Sirius General Information The pilot is the final and only responsible authority for the safe operation of this aircraft. Side View & Top View Fig Feb 11 Ch 4 1-5

16 Pilot Operating Handbook Section 1 TL3000 Sirius General Information 3D View Fig. 1-3 The pilot is the final and only responsible authority for the safe operation of this aircraft. 1 Feb 11 Ch 4 1-6

17 Pilot Operating Handbook Section 1 TL3000 Sirius General Information The pilot is the final and only responsible authority for the safe operation of this aircraft. BASIC DIMENSIONS Length ft. Height ft. (at tail) Cabin width in. Nose to Main wheel base ft. Main wheel spacing ft. Wings Area ft 2, Span ft. Aspect Ratio 7.92 Root Chord ft. Tip Chord ft. Loading lb/sf. Ailerons Area ft 2 Span ft. Deflection up deg. Deflection down deg. Flaps Area ft 2 Span ft. Deflection takeoff deg. Deflection half deg. Deflection landing deg. Elevators Area ft 2 Span ft. Deflection up deg. Deflection down deg. Rudder Area ft 2 Deflection left-right deg. General Glide ratio... 13:1 Tire pressure psi Brakes, left-right-park... Hydraulic disk, DOT 3 or 4 1 Feb 11 Ch 4 1-7

18 Pilot Operating Handbook Section 1 TL3000 Sirius General Information The pilot is the final and only responsible authority for the safe operation of this aircraft. AIRPLANE WEIGHTS Maximum Ramp Weight: 1326 Lbs Standard Empty Weight: 760 Lbs Maximum Useful Load: 540 Lbs Maximum Takeoff or Landing Weight: 1320 Lbs (1430 seaplane) Maximum Baggage Weight: 75 Lbs. (see limitations) Maximum Calculated Structural Weight: 1320/1430 Lbs CABIN / ENTRY DIMENSIONS Door width: 37 Door height: 30 Head room (from seat bottom to ceiling): 38.5 Leg room (from seat back to rudder pedals): 49.5 Cabin width: 45 Seat width: Note: Cabin doors are trapezoid not rectangles and are measured at entry. BAGGAGE SPACE AND ENTRY DIMENSIONS Maximum Compartment Width: 41 Maximum Compartment Height: 32 Maximum Compartment Length: 20.5 Minimum Compartment Width: 36 Minimum Compartment Height: 21.5 Entry Width: 37.5 Entry Height: 18 Note: Baggage area narrows aft from a cube shape to above sizes. Aft baggage shelf is sloped, and not included in the above area or dimensions. PROPELLER Propeller Manufacturer: Woodcomp, DUC, Sensenich. (See Master Equipment List (MEL) latest date) Number of Blades: 2/3 Propeller Type: Fixed-pitch, ground-adjustable ENGINE Number of Engines: 1 Engine Manufacturer: Rotax G.m.b.H. Aircraft Engines Engine Model Number: 900 Series, Standard Equipment (See Master Equipment List (MEL) latest date) Engine Type: Normally-aspirated, liquid/air-cooled, dry sump, gear-reduced drive, dual carburetor-equipped, four-cylinder, four-stroke, electronic dual ignition, horizontally-opposed engine. 1 Feb 11 Ch 4 1-8

19 Pilot Operating Handbook Section 1 TL3000 Sirius General Information The pilot is the final and only responsible authority for the safe operation of this aircraft. GALAXY ROCKET PARACHUTE SYSTEM (GRS) The rocket deployed aircraft parachute system is standard equipment. It is activated inside the cockpit by pulling a red T handle located on the lower right pilot side position. The system is secured by a brass safety pin attached to an embroidered red safety tag. Refer to the Galaxy operational manual included with the aircraft for detailed information. FUEL The use of Premium Grade automobile fuel is approved for Rotax 900 series engines. See the Rotax Operator s manual section 10 for more data. An Antiknock Index (AKI) is the usual octane rating for the US. Rotax specifies a minimum AKI of 91 for the 912ULS engine. AKI is an average of the RON and the MON rating method where: AKI = (RON+MON) / 2. RON is common in Europe and sometimes causes confusion for owners who operate European engines. 91 RON is approximately 87 AKI (US Regular auto fuel) and 95 RON is approximately 91 AK (US Premium auto fuel). Rotax Service Instruction SI (or revised latest revised edition) details all specifications for Rotax engine fluids. A current copy is available at the airworthiness center web site: Approved Fuel Grade: 91 AKI Unleaded Automobile Fuel, Auto gas (Amber color). Approved Alternate Fuel Grade: 100LL Aviation Fuel, Avgas (Blue color). Total Fuel Capacity: 34.2 US Gallons, in two wing tanks. Total Unusable Fuel: 2 US Gallons, total fuel system NOTE 100LL Avgas is an acceptable alternate fuel if 91 octane unleaded auto fuel is not available. Due to the high lead content, the use of 100LL Avgas should be less than 30% of engine time without increased engine maintenance. See the latest Rotax engine operational supplement for more detailed fuel specifications and information. 1 Feb 11 Ch 4 1-9

20 Pilot Operating Handbook Section 1 TL3000 Sirius General Information The pilot is the final and only responsible authority for the safe operation of this aircraft. NOTE Total unusable fuel is the minimum amount of fuel an aircraft may have in its gas tanks before engine fuel starvation. Unusable fuel, as its name implies, cannot be consumed by the engine for power and thus cannot be relied upon for flight, but is included in the aircraft empty weight. CAUTION During refueling of the wing tanks, a fuel spill may cause crazing of the aircraft windows. Flush immediately with clear water but do not rub the surface to remove the fuel. If the tank is full to the brim it will eliminate all fuel expansion area. As fuel warms it expands and will be forced out of the fuel vent line, spill on to the parking area and cause a fire hazard. OIL Oil Capacity: 3.7 Quarts (Empty system) Oil Filter: Rotax part number , (or latest Rotax part number). Oil Specifications: Vary depending on the engine operation and may vary from one aircraft to another depending on the operation, environment and fuel type. Refer to Figure 1-5 below and the latest Rotax engine oil service, fluid specification and instructions. Oil Grade and Temperature Conditions 1 Feb 11 Ch

21 Pilot Operating Handbook Section 1 TL3000 Sirius General Information The pilot is the final and only responsible authority for the safe operation of this aircraft. Fig. 1-5 Oil level is checked immediately after engine shutdown for best indication. An oil change will not require 3.7 quarts as some oil remains in the system for pre oiling and is not drained. Do not over fill. CAUTION No substitutions allowed! Normal Rotax 900 series engine oil pressure may force the oil to bypass the filter of non-oem filters. Rotax Oil Filter: part number , or latest version must be used, BAGGAGE Baggage is stored behind the seats.the baggage compartment can hold a maximum of 75 Lbs and is further limited by the maximum aft CG and structural loading for the aircraft. No concentrated loads are allowed. A weight and balance calculation should be completed by the PIC prior to each flight. SYMBOLS, ABBREVIATIONS, AND TERMINOLOGY GENERAL AIRSPEED TERMINOLOGY Best Angle-of-Climb Speed (V X ): The speed which results in the greatest gain of altitude in a given horizontal distance. Best Rate-of-Climb Speed (V Y ): The speed which results in the greatest gain in altitude in a given time. Best Glide Speed (V G ): The speed that will result in maximum glide distance. Design Cruise Speed (V C ): The optimal cruise speed. Knots Calibrated Airspeed (KCAS): Indicated airspeed corrected for position and instrument error and expressed in knots. KCAS is equal to KTAS in standard conditions at sea level. Knots Indicated Airspeed (KIAS): The speed shown on the airspeed indicator and is expressed in knots. (Decreases approximately 2kt/1000 of ALT.) Knots True Airspeed (KTAS): KCAS corrected for non-standard temperature and pressure and is expressed in knots. 1 Feb 11 Ch

22 Pilot Operating Handbook Section 1 TL3000 Sirius General Information The pilot is the final and only responsible authority for the safe operation of this aircraft. Maneuvering Speed (V A ): The maximum speed at which you may use abrupt full control travel without exceeding structural limitations of the aircraft or control systems. Maximum Flap Extended Speed (V FE ): The highest speed permissible with wing flaps in a prescribed extended position. Maximum Structural Cruising Speed (V NO ): The speed that should not be exceeded except in smooth air, and then only with caution. Maximum Sustained Speed in Level Flight (V H ): The highest speed that can be attained in level flight at sea level under standard conditions while the engine is operating at the manufacturer designated maximum continuous power setting. Never Exceed Speed (V NE ): The speed limit that may never be exceeded under any conditions at any time due to structural limitations of the airframe or control systems. Stalling Speed (V S ): The minimum steady flight speed at which the airplane is controllable without flaps. Stalling Speed (V S0 ): The minimum steady flight speed with power off and full flaps. METEOROLOGICAL TERMINOLOGY Indicated Altitude: The altitude displayed on the altimeter. Mean Sea Level (MSL): The average level of the ocean s surface the level halfway between mean high and low tides, used as a standard reference for expressing altitude. Outside Air Temperature (OAT): The free air static temperature, expressed in either degrees Celsius (C) or degrees Fahrenheit (F). Pressure Altitude: The altitude displayed on the altimeter on a standard day when the altimeter's barometric scale has been set to inches of mercury (1013 mb). Standard Temperature: 15 C (59 F) at sea level pressure altitude. (Decreases approximately 2 C (3.5 F) for each 1000 feet increase of altitude.) True Altitude: The true height above mean sea level (MSL). True altitude is indicated altitude corrected for nonstandard atmospheric pressure. 1 Feb 11 Ch

23 Pilot Operating Handbook Section 1 TL3000 Sirius General Information The pilot is the final and only responsible authority for the safe operation of this aircraft. AIRPLANE PERFORMANCE AND WEIGHT TERMINOLOGY Arm: The horizontal distance expressed in inches from the reference datum plane to the center of gravity (CG) of an item or location. NOTE Units of measurements and weights must be consistent for each set of calculations and in the same system of units, i.e., pounds and inches, or kilograms and centimeters. Ballast: A specific amount of weight attached in a specific location, which can be temporarily or permanently installed in an aircraft, to help bring its CG within the required limits. If temporary ballast must be used for certain operations, the exact amount and its location must be placarded on the instrument panel within clear view of the pilot. The use of Ballast increases Empty Weight and reduces Useful Load. Basic Empty Weight: The standard empty weight plus the weight of any additionally installed or optional equipment. Empty Weight Center of Gravity: The CG of an aircraft in its basic empty weight condition, and is an essential part of the weight and balance record. Brake Horsepower: The power developed by the engine expressed in horsepower and measured by an instrument resistant (brake) device. Center of Gravity (CG): A point along an aircraft s longitudinal axis at which all the loads and forces are perfectly concentrated and balanced. It is computed by dividing the total moment by the total weight of the airplane. Its distance from the reference datum is found by dividing the total moment by the total weight of the airplane. (Total Moment / Total Weight = Center of Gravity) Center of Gravity Arm: The arm (distance) from data plane obtained by adding the airplane's individual moments and dividing the sum by the total weight. Center of Gravity Limits are the extreme forward and aft CG locations (limits) within which the airplane must be operated at any given weight. 1 Feb 11 Ch

24 Pilot Operating Handbook Section 1 TL3000 Sirius General Information The pilot is the final and only responsible authority for the safe operation of this aircraft. Center of Gravity Range: The horizontal distance, along an aircraft s longitudinal axis, within which an aircraft has been found to be fully maneuverable at all specified design speeds, weights and loading configurations. Datum: (datum plane) A convenient vertical reference plane along the longitudinal axis of an aircraft from which all horizontal measurements are taken, the forward tip of the propeller spinner is the datum for the Sirius. Demonstrated Crosswind Velocity: The velocity of the crosswind component at which adequate control of the airplane was demonstrated during takeoff and landing tests. The value is not considered to be a maximum limit. Empty Weight Center of Gravity: The CG of an aircraft in its current empty weight condition, an essential part of the weight and balance record. Gallons Per Hour: The amount of fuel (in US gallons) consumed in one hour. Gear Box: The gears forward of the engine and aft of the propeller used to change (reduce) the propeller RPM by a factor of 2.43 of the engine RPM. Installed Equipment: All accessories and equipment permanently installed on an airframe or engine at the time of weighing included in the Installed Equipment List resulting in the Basic aircraft weight. Additions and deletions must be noted in the list and new Weight and Balance calculations performed to determine the magnitude and effect of weight change Manifold Pressure: The atmospheric pressure measured in the engine's induction system and is expressed in inches of mercury (Hg). Maximum and Minimum Weights: Due to balance, structural, and aerodynamic considerations, maximum or minimum weights for certain locations on the aircraft are specified. For example, the pilot s minimum (100Lbs) and maximum (250Lbs) weight are specified for some CG calculations. The same is true for baggage, cargo, fuel, and any other disposable or variable load. Maximum Forward and Maximum Aft CG Locations: A specified forward most and rear most CG location along the aircraft longitudinal axis. These CG location limits are expressed in inches from a convenient reference datum, the forward face of the engine propeller flange. Maximum Design Weight: The maximum total weight, for which the aircraft s structure has been tested by the manufacturer for normal or seaplane operations. 1 Feb 11 Ch

25 Pilot Operating Handbook Section 1 TL3000 Sirius General Information The pilot is the final and only responsible authority for the safe operation of this aircraft. Maximum Gross Weight: The maximum total weight, for which the aircraft s structure and performance have been tested by the manufacturer for normal operations. Maximum Landing Weight: The maximum weight for the landing touchdown. Maximum Ramp Weight: The maximum weight approved for ground maneuvers. (It includes the weight of start, taxi and run-up fuel.) Maximum Takeoff Weight: The maximum weight at which an airplane is approved for the start of its takeoff roll. Mean Aerodynamic Chord: (MAC) The chord of a rectangular wing which has the same area, aerodynamic force and position of the center of pressure at a given angle of attack as a given wing. Simply stated, MAC is the width of an equivalent rectangular wing in given conditions. For simplification of the CG calculations the Sirius uses the length of arm limits and so does not require MAC calculations. Moment: The product of the weight of an item multiplied by its arm (distance from datum plane). (Moment = Weight x Arm) Nautical Miles per Gallon: The no-wind travel distance (in nautical miles) which can be expected per gallon of fuel consumed at a specific engine power setting and/or flight configuration. Reference or Datum Plane: An imaginary vertical plane located on the forward face of the engine propeller hub from which all horizontal distances are measured for weight and balance purposes. Revolutions per Minute: Expressed as engine speed, is the number of 360 degree rotations that the engine crankshaft completes in each minute of time. (The propeller, driven by the gear box, completes one revolution for each 2.43 engine revolutions.) Standard Empty Weight: The weight of a standard airplane, including unusable fuel and full engine operating fluids. Station: A vertical location along the airplane fuselage horizontal axis given in terms of the distance from the reference datum plane. Tare: The weight of items used when weighing an airplane included in the scale readings. Tare is deducted from the readings to obtain the actual airplane weight. Useful Load: The total amount of weight available for pilot, passengers, baggage, cargo and usable fuel. The difference between the maximum ramp weight and the 1 Feb 11 Ch

26 Pilot Operating Handbook Section 1 TL3000 Sirius General Information The pilot is the final and only responsible authority for the safe operation of this aircraft. basic empty weight. The useful load will be reduced by the installation of additional equipment. Usable Fuel: The amount of fuel available for engine use in flight. Unusable Fuel: The quantity of fuel that cannot be safely used in flight. Weight: Actual individual weight of each item such as airframe, crew, fuel, baggage, cargo, expressed in pounds or kilograms ABBREVIATIONS 100LL 100 Octane Low Lead Aviation Fuel (Avgas) A Amps, Electrical Amperage ADI _ attitude reference Solid state gyro; Attitude Directional Indicator AGL Above ground level (in feet) AMP Amps, Electrical Amperage AHARS Attitude Heading and Reference System ALTN Alternator (switch) AOI Aircraft Operating Instructions (No longer used in LSA, AOI=POH) AOA Angle of Attack, relative angle of the wind to an airfoil APPH, Approach, (Intermediate flap deflection) 2 nd extended flap Setting (28 degrees) ARTCC Air Route Traffic Control Center (FAA) ASAP As Soon As Possible ASTM ASTM International (Previously -American Society of Testing & Materials) ATC Air Traffic Control (Center) (FAA) AUX Auxiliary (pump) Auto Gas Automobile fuel, 91 Octane is min auto gas rating for Rotax engines Avgas 100 Octane Low Lead Aviation Fuel (100LL) Big Angle Large AOA of the Propeller blade in relation to the air stream BHP Brake Horse Power CAS Calibrated airspeed CB Circuit Breaker CBLT Cabin Light (switch) CBS Circuit Breaker Switch CFIT Controlled Flight Into Terrain Ch, Chg Change CK Check, Checked CM Centimeter Code Transponder Setting (Squawk Code) Com, Com1 VHF radio CSP Constant speed propeller, (not used in LSA) 1 Feb 11 Ch

27 Pilot Operating Handbook Section 1 TL3000 Sirius General Information The pilot is the final and only responsible authority for the safe operation of this aircraft. CG Center of Gravity CI Cubic Inch(s) D&P Design and Performance (ASTM) Standards Datum Location plane for base for measurement(s) along aircraft length DC Direct Current DOT (US) Department of Transportation EIS Engine Information System EFIS Electronic Flight Information System EMS Engine Monitoring System EMSB Engine Monitoring System + Backup Instruments ETA Estimated time of arrival EWCG Empty weight center of gravity EXTRA Extra, spare FAA (US) Federal Aviation Agency FLAP (settings): Stage0/UP; Stage1/Takeoff; Stage2/Approach; Stage3/Landing FLSG - Fuel Level Sight Gauge (left or right wing root) FSDO Flight Standards Service District Office (FAA) FPM Feet per Minute Ft (FT) Foot (Feet) FTS Flight Training Supplement Full (Landing flap deflection) Stage 3; Max extended Flap Setting (45 degrees) G Acceleration due to gravity GAL (US) Gallon(s) GEN Generator GPH (US) Gallons per hour GPS Global Positioning System GMT form of 24 hour time display, commonly known as Greenwich Mean Time GRS Galaxy Rescue System (aircraft rocket parachute system) Half (Intermediate flap deflection) Stage 2; 2nd extended Flap Setting (28 degrees) HOBBS Engine hour meter Hp Horse Power IAW In Accordance With IFR Instrument Flight Rules (does not infer IMC) IGN1-2 Ignition (switch) IMC Instrument Meteorological Conditions (infers IFR) In Inch(s) (IN) INST Instrument, Avionics (switch) Kg Kilogram 1 Feb 11 Ch

28 Pilot Operating Handbook Section 1 TL3000 Sirius General Information The pilot is the final and only responsible authority for the safe operation of this aircraft. KM Kilometer KPH Knots per hour Kt(s) (K) Knot(s), nautical mile(s), LAND, Landing (Full flap deflection) 3rd extended flap Setting (45 degrees) Lb(s) Pound(s) (#) LL Low Lead, as in 100LL avgas LSA Light Sport Aircraft LSP Light Sport Plane Ltr Liter M Meter MAC Mean Aerodynamic Chord MAG Magnetic (slang=engine ignition system) MAIN Master (switch) Max Maximum MB Milibar MC Magnetic course MEL Master Equipment List MIDO Manufacturing Inspection District Office (FAA) Min Minimum MODE C Altitude data transmitted to ATC by the XPDR MODE S Data transmitted to ATC by the XPDR, then rebroadcast by ATC to the XPDR MoGas Low octane motor gas, not approved for Rotax engine operation MPH Miles per hour MPG Miles per gallon MSL Mean Sea Level (in feet) NE Never Exceed (as Vne) NM Nautical Mile(s) NTSB National Transportation Safety Board OEM Original equipment manufacturer OP Oil Pressure OT Oil Temperature POH Pilot Operating Handbook PIM Pilot Information Manual (No longer used in LSA, PIM=POH) PITO Pitot, heat (switch) PSI Pounds per Square Inch RPM Revolutions per Minute Small Angle Small AOA of a Propeller blade in relation to the air stream Stage0 (No flap deflection) Flaps fully retracted, Flaps UP 1 Feb 11 Ch

29 Pilot Operating Handbook Section 1 TL3000 Sirius General Information The pilot is the final and only responsible authority for the safe operation of this aircraft. Stage1 (Intermediate flap deflection) 1 st extended flap Setting (10 degrees) Stage2 (Intermediate flap deflection) 2 nd extended flap Setting (28 degrees) Stage3 (Full flap deflection) 3 rd, Full extended flap Setting (45 degrees) STRB Strobe (switch) STRT Start (switch) T&B Turn and bank indicator Tach Tachometer Takeoff (Intermediate flap deflection) 1st extended Flap Setting (10 degrees) TC Turn Coordinator TDC Top Dead Center, the highest position of the engine piston in the cylinder. UP (Minimum flap setting, Stage 0) Retracted Flap Setting (0. Degrees) UBER The ultimate, above all, the best, top, nothing is better, a superlative example of its kind or class, Sirius, (included because there is only one abbreviation in U) V Volt(s) DC V(_) Speeds, with subscript (see descriptions next page) VDC Volts Direct Current VFR Visual Flight Rules (infers VMC) VHF Very High Frequency VMC Visual Meteorological Conditions (may infer VFR or IFR) VSI Vertical Speed Indicator VVI Vertical Velocity Indicator WgWg Wig Wag recognition light flashing system XPDR Transponder XTRA Extra, Spare (switch) Z (Zulu) form of 24 hour time display; an absolute time reference which is the same time around the world and doesn't change with the seasons. It is the same as Greenwich Mean Time (GMT). GMT was established in 1884 and placed the Prime Meridian at Greenwich, England. Zulu time is also known as Universal Time Co- ordinated (UT or UTC). 1 Feb 11 Ch

30 Pilot Operating Handbook Section 1 TL3000 Sirius General Information V Speeds The pilot is the final and only responsible authority for the safe operation of this aircraft. V-speeds or Velocity-speeds are standard terms used to define airspeeds useful to the operation of aircraft The actual speeds represented by these designators are expressed in terms of the aircraft s indicated airspeed, so that they can be read without having to apply correction factors. V-speed Description designator V 1 Maximum speed during takeoff at which a pilot can safely stop the aircraft without leaving the runway. V A Design maneuvering speed, also known as the Speed for maximum control deflection. This is the speed above which full application of any single flight control may generate a force greater than the aircraft s structural limitations. V C Design cruising speed, also known as the optimum cruise speed, is the most efficient speed in terms of distance, speed and fuel usage. V D Design diving speed. V DF Demonstrated flight diving speed. V FE Maximum flap extended speed. V H Maximum speed in level flight at maximum continuous power. V LOF Lift-off speed. V NE Never exceed speed. V NO Maximum structural cruising speed or speed for normal operations V Ref Landing reference speed or threshold crossing speed. V S Stall or minimum steady flight speed for which the aircraft is still controllable. V S0 Stall speed or minimum flight speed in landing configuration. V X V Y Speed that will allow for best angle of climb. Speed that will allow for the best rate of climb. V BE Best endurance speed the speed that gives the greatest airborne time for fuel consumed. V g Best glide speed maximum lift-to-drag ratio thus the greatest gliding distance available. V me Max endurance V mp Minimum power V mr Max range V PD Maximum speed at which aircraft parachute deployment has been demonstrated V tmax Max threshold speed 1 Feb 11 Ch

31 Pilot Operating Handbook Section 2 TL3000 Sirius Operating Limitations SECTION 2 OPERATING LIMITATIONS TABLE OF CONTENTS Page INTRODUCTION AIRSPEED LIMITATIONS AIRSPEED INDICATOR MARKINGS FLAP AIRSPEED LIMITATIONS MAXIMUM DEMONSTRATED CROSSWIND VELOCITY AIRSPEED CONVERSION IAS TO CAS SERVICE CEILING ENGINE LIMITATIONS ENGINE OPERATION LIMITS ENGINE MONITOR SYSTEM ENGINE FUEL GRADE ENGINE OIL SPECIFICATIONS PROPELLER OPERATIONAL WEIGHT LIMITS CENTER OF GRAVITY LIMITS MANEUVER LIMITS FLIGHT LOAD FACTOR LIMITS FLIGHT OPERATION LIMITATIONS Feb 11 Ch 4 2-1

32 Pilot Operating Handbook Section 2 TL3000 Sirius Operating Limitations (THIS PAGE BLANK). 1 Feb 11 Ch 4 2-2

33 Pilot Operating Handbook Section 2 TL3000 Sirius Operating Limitations INTRODUCTION Section 2 includes specific operating limitations and airspeed instrument markings. The limitations provided in this section should be adhered to for safe operation of the airplane. AIRSPEED LIMITATIONS V SPEED KIAS KCAS REMARKS VNE Never Exceed Speed Do not exceed this speed in any operation. VH Maximum Sustained Speed in Level Flight Maximum speed with maximum continuous rated engine power in horizontal flight at sea level in standard conditions at full gross weight. VNO Maximum Structural Cruising Speed Do not exceed this speed except with caution and in smooth air. VA Maneuvering Speed VFE Maximum Flap Extended Speeds: Takeoff (Stage 1) Flaps Approach (Stage 2) Flaps Landing(Stage 3)(Full) Flaps: VS Stall Speed (No Flaps) Do not make full control defection or abrupt control movements above this speed. Do not exceed these speeds with the given flap settings. Damage to the flap mechanism may occur due to excessive air loads. Do not attempt to fly slower than this speed at full gross weight when operating without flaps. VS0 Stall Speed (Full Flaps) Do not attempt to fly slower than this speed when operating with full (Landing) flaps. Speeds shown are for full gross weight at sea level, standard conditions. Fig. 2-1 WARNING WARNING VFR/VMC night operation is acceptable only when equipped with operational VFR/VMC night minimum equipment in accordance with the Aircraft Operating Limits (airworthiness certification) and FAA FAR 14 CFR IFR/VMC operation is acceptable only when equipped with operational IFR/VMC instrument minimum equipment in accordance with the Aircraft Operating Limits (airworthiness certification) and FAA FAR 14 CFR Feb 11 Ch 4 2-3

34 Pilot Operating Handbook Section 2 TL3000 Sirius Operating Limitations IFR/IMC operation must be approved by the manufacturer, included in the Aircraft Operating Limits (airworthiness certification). Flight in IMC conditions will contain aircraft serial number specific IFR/IMC restrictions on operations. These restrictions will be noted in the POH and referenced in a required placard on the instrument panel. AIRSPEED INDICATOR MARKINGS MARKING Speed indicator markings and colour code significance are shown in the table: RANGE KIAS White Arc SIGNIFICANCE Flap Operating Range Lower limit is maximum weight V S0 in landing configuration. Upper limit is maximum speed permissible with flaps extended to first stage 1. (Takeoff) Green Arc Yellow Arc Normal Operating Range Lower limit is maximum weight V S at most forward CG with flaps retracted. Upper limit is maximum structural cruising speed. Vno Caution Range Operations must be conducted with caution and only in smooth air Red Line 138 Never Exceed Speed. Maximum speed for all operations. Fig. 2-2 CAUTION Maximum speed for aircraft parachute deployment at gross weight: 138 Kts. FLAP AIRSPEED LIMITATIONS CAUTION Flap speed limits do not contain additional load factors for higher than specified speeds. Adhere to the following maximum limits to prevent damage to the flap attachment hinges or drive system. 75 KIAS Maximum = Takeoff Flaps (Stage 1), 10 degrees 65 KIAS Maximum = Approach Flaps, (Stage 2), (Half), 28 degrees 55 KIAS Maximum = Landing Flaps, (Stage 3), (Full) 45 degrees 1 Feb 11 Ch 4 2-4

35 Pilot Operating Handbook Section 2 TL3000 Sirius Operating Limitations CAUTION Landing is acceptable with any or no extended flaps. Extreme side slips with full flaps may develop high sink rates. The disturbed airflow may impose negative loads on the inboard portion of the flap panels as well as create turbulence at the horizontal tail. MAXIMUM DEMONSTRATED CROSSWIND VELOCITY: 17 Knots Crosswind Component Chart Fig. 2-3 CAUTION Flight operations should be stopped during gusty wind conditions in excess of 17Kts. 1 Feb 11 Ch 4 2-5

36 Pilot Operating Handbook Section 2 TL3000 Sirius Operating Limitations IAS TO CAS CONVERSION: Speed in IAS (kts) Indicated Airspeed conversion to Calibrated Airspeed Chart Speed in CAS (kts) Speed in IAS (kts) Speed in CAS (kts) Speed in IAS (kts) Speed in CAS (kts) Flaps 0, Retracted Flaps 0, Retracted Flaps 10, Takeoff Flaps 10, Takeoff Flaps 45, Landing Flaps 45, Landing Fig. 2-4 Notes: Standard conditions; Shaded area in table 2-4 is outside aircraft limits SERVICE CEILING: Standard conditions, standard day: 16,500 Ft LSA altitude limits: 10,000 Ft MSL or 2,000 Ft AGL (above terrain) 1 Feb 11 Ch 4 2-6

37 Pilot Operating Handbook Section 2 TL3000 Sirius Operating Limitations ENGINE LIMITATIONS Engine Manufacturer: Rotax G.m.b.H. Aircraft Engines Engine Model Number: 912ULS or 914UL Maximum Power: 100 BHP or 115 BHP See the latest engine manufacturer s manual supplied with the aircraft for more detailed 900 series Rotax engine data. Engine Operating Limits: Maximum Engine RPM: RPM (5 Minutes Maximum) Maximum Continuous Engine RPM: 5500 RPM or less (No time limit) Minimum Engine Idle RPM: 1850 RPM (visually about 2000 rpm) Maximum Cylinder Head Temperature: 256 F (radiator cap marked 1.2 bar ) Maximum Exhaust Gas Temperature: 1616 F (1742 F 914UL) Oil Temperature, Maximum: 266 F Normal: F Minimum: 120 F Oil Pressure, Fuel Pressure, Maximum: 102 psi Normal: psi Minimum: 12 psi Maximum: 5.8 psi (914UL, Airbox pressure+5.08psi,) Minimum: 2.2 psi (914UL, Airbox pressure+2.18psi.) CAUTION Exceeding the maximum fuel pressure may override the float valves of the carburetors and cause erratic engine operation. The 912ULS fuel pressure including the operation with the additional electrical aux pump must not exceed 5.8 psi. Therefore, takeoff with the electric aux pump ON is not recommended. NOTE Operate both 914UL electric fuel pumps ON for takeoff and landing. Engine Monitor System (EMS) Various models of EMS equipment are installed. Generally these electronic monitors will provide the pilot with an increased awareness for the engine conditions that surpasses analog gauges. The following summaries of limit settings for the installed systems show the alert conditions and the situation significance for the alert color. 1 Feb 11 Ch 4 2-7

38 Pilot Operating Handbook Section 2 TL3000 Sirius Operating Limitations Engine Monitor Color Indication Settings Fuel Pressure Indicator markings and colour code significance are displayed in the EMS screen: MARKING RANGE PSI SIGNIFICANCE Red Arc 0-1 Immediate action required to correct or land. Yellow Arc 1-2 Too low for safe engine operation Green Arc 2-5 Normal Operating Range Yellow Arc 5-6 Caution Carburetor pressure limit. Red Arc 7+ Immediate action required to correct or land. Fig. 2-5 Oil Pressure Indicator markings and colour code significance are displayed in the EMS screen: MARKING RANGE PSI SIGNIFICANCE Red Arc 0-12 Immediate action required to correct or land. Yellow Arc Too low for safe engine operation Green Arc Normal Operating Range Yellow Arc Caution cold start ops only. Red Arc Immediate action required to correct or land. Fig. 2-6 Oil Temperature Indicator markings and colour code significance are displayed in the EMS screen: MARKING RANGE F SIGNIFICANCE Red Arc 0-99 Immediate action required to correct or land. Yellow Arc Warm-up prior to high engine RPM Green Arc Normal Operating Range +/ Yellow Arc Caution Take action to correct. Red Arc Immediate action required to correct or land. Fig Feb 11 Ch 4 2-8

39 Pilot Operating Handbook Section 2 TL3000 Sirius Operating Limitations Cylinder Head Temperature Indicator markings and colour code significance are displayed in the EMS screen: MARKING RANGE F SIGNIFICANCE Red Arc 0-99 Immediate action required to correct or land. Yellow Arc Warm-up prior to high engine RPM Green Arc Normal Operating Range +/ Yellow Arc Caution Take action to correct. Red Arc Immediate action required to correct or land. Fig. 2-8 EGT Temperature Indicator markings and colour code significance are displayed in the EMS screen: MARKING RANGE F SIGNIFICANCE Red Arc 0-99 Immediate action required to correct or land. Yellow Arc Low limit for minimum operation Green Arc Normal Operating Range +/ Yellow Arc Upper limit for maximum operation. Red Arc Immediate action required to correct or land. Fig. 2-9 Engine RPM Indicator markings and colour code significance are displayed in the EMS screen: MARKING RANGE RPM SIGNIFICANCE Red Arc Action required to protect gearbox.. Yellow Arc Idle operation above 1850 recommended. Green Arc Normal Operating Range +/ Yellow Arc minute limit for RPM above Red Arc Immediate action required to prevent overrun. Fig Feb 11 Ch 4 2-9

40 Pilot Operating Handbook Section 2 TL3000 Sirius Operating Limitations Fuel Grade: 91 Octane Unleaded Auto Gas, maximum Ethanol limit of 10%; 100LL Avgas (alternate grade) NOTE 100LL Avgas is to be used as an alternate fuel type if 91 octane auto fuel is not available. Use of 100LL Avgas over 30% of engine operation time requires additional maintenance as recommended by the engine manufacturer. If 91 Octane Unleaded is not available during travel, adding 100LL Avgas in any proportion to partial tanks of 91 Unleaded is acceptable. NOTE The aircraft manufacturer does not recommend the use of fuel additives such as TCP for leaded fuel (Avgas) operations. Ethanol maximum limit content of 10% is an acceptable additive. Oil Specifications: Oil type is dependent on engine operating conditions IAW latest Rotax Service Instructions. Confirm the latest Rotax engine oil recommendations prior to selection. In general, the use of a semi-synthetic motor-cycle oil with gear additives is recommended. NOTE Aviation type ashless detergent oils are not recommended with Rotax 900 series engines. PROPELLER Several propellers have been approved for operation with this airframe and engine combination. See the latest TL Master Equipment List (MEL) for details. See Section 10 for more information. The current MEL version is posted on line at: Limitations Each propeller manufacturer will provide the operation, limitations and maintenance requirements for their propellers and associated equipment. See the propeller operation manual and log book furnished with the aircraft. 1 Feb 11 Ch

41 Pilot Operating Handbook Section 2 TL3000 Sirius Operating Limitations WARNING WARNING Adjusting the propeller blades to high pitch (high propeller angle of attack AOA or big angle ) static blade setting, in an attempt to obtain a high cruise speed, may cause one of more of the following problems: 1. Low engine RPM bog-down at full throttle 2. Inability to obtain a sufficient ground RPM, 3. May not allow a safe takeoff or climb out. 4. Detonation, engine damage, or failure, 5. Extended takeoff rolls and low climb rates. 6. High engine CHT & oil temperatures during climb 7. Vibration due to minor differences in the blade pitch. OPERATIONAL WEIGHT LIMITS Standard Empty Weight: 760 Lbs Maximum Ramp Weight: 1326 Lbs Maximum Takeoff Weight: 1320 Lbs (1430 seaplane) Maximum Landing Weight: 1320 Lbs (1430 seaplane) Maximum Pilot or Copilot seat load: 250 Lbs. Minimum Single Pilot operation load: 100 Lbs. Maximum Weight at Baggage Station location: 75 Lbs, limited by CG and loads. CENTER OF GRAVITY LIMITS Center of Gravity Range: (Using W&B method PF) Forward Limit: 74.1 Aft of Datum Plane or 22% MAC Aft Limit: Aft of Datum Plane or 32.5% MAC The use of weight/moment chart printed on rear of CG form allows 1.5% error. MANEUVER LIMITS This airplane is certified as a Light Sport Aircraft and is not approved for aerobatic flight, including spins. All aerobatic maneuvers, including spins, are prohibited. An aerobatic maneuver, as defined by FAA 14 CFR , is an intentional maneuver involving an abrupt change in an aircraft s attitude, an abnormal attitude, or abnormal acceleration not necessary for normal flight. Additional flight attitude and maneuver limitations are specified by the engine manufacturer to assure appropriate flow of fuel, coolant, and lubrication. See the Rotax engine manuals included as a CD with the aircraft documents. 1 Feb 11 Ch

42 Pilot Operating Handbook Section 2 TL3000 Sirius Operating Limitations FLIGHT LOAD FACTOR LIMITS Flight Load Factors: Flaps up: +4g, - 2g Flaps down +4g, - 2g FLIGHT OPERATION LIMITATIONS: The Sirius is certified for VFR/VMC flight conditions. Operation under IMC conditions is considered an emergency unless the aircraft is so approved. NOTE IFR Flight operations do not designate IMC flight conditions. IFR operations limited to VMC conditions must be in accordance with the appropriate Manufacturer, FAA and ASTM standards. Approval for IMC operation by the manufacturer is aircraft specific. Each aircraft so approved will have specific IFR IMC restrictions in the POH appendix and a reference to these limitations will be displayed on the aircraft instrument panel. 1 Feb 11 Ch

43 Pilot Operating Handbook Section 3 TL3000 Sirius Emergency Procedures SECTION 3 EMERGENCY PROCEDURES TABLE OF CONTENTS Page INTRODUCTION AIRCRAFT PARACHUTE SYSTEM ENGINE FAILURES ENGINE FAILURE DURING TAKEOFF (ABORT) ENGINE FAILURE (LANDING) IMMEDIATELY AFTER TAKEOFF ENGINE FAILURE DURING FLIGHT FORCED LANDINGS EMERGENCY LANDING WITHOUT ENGINE POWER PRECAUTIONARY LANDING WITH ENGINE POWER DITCHING-FORCED WATER LANDING FIRES ENGINE FIRE DURING START ENGINE FIRE IN FLIGHT ELECTRICAL FIRE IN FLIGHT CABIN FIRE LANDING GEAR FAILURE SPIRAL DIVE RECOVERY SPIN RECOVERY ROUGH ENGINE OPERATION OR LOSS OF POWER CARBURETOR ICING SPARK PLUG FOULING LOW FUEL PRESSURE OR LOSS OF FUEL PRESSURE LOW OIL PRESSURE OR LOSS OF OIL PRESSURE LOW ENGINE COOLANT OR LOSS OF ENGINE COOLANT IGNITION MODULE MALFUNCTION EXCEEDING MAXIMUM AIRSPEED FLUTTER Feb 11, Ch Copyrighted 2011 Reproduction of this document or any of its parts is forbidden.

44 Pilot Operating Handbook Section 3 TL3000 Sirius Emergency Procedures (THIS PAGE BLANK) 1 Feb 11, Ch Copyrighted 2011 Reproduction of this document or any of its parts is forbidden.

45 Pilot Operating Handbook Section 3 TL3000 Sirius Emergency Procedures INTRODUCTION Section 3 provides checklists and amplified information in the event of an emergency. Abbreviated checklists for use in the aircraft are included in Section 10. Proper preflight inspections and maintenance practices can help eliminate emergencies caused by airplane or engine malfunctions. Emergencies caused by poor weather conditions can be minimized or reduced by proper flight planning and using good judgment when unexpected weather is encountered. Should an emergency arise, the basic guidelines described in this section should be considered and applied as necessary to correct the problem. Due to the fact that emergencies can occur at any altitude or any moment, procedures to follow may have to be suitably altered by the pilot in command in order to best cope with the real time situation. NOTE The items discussed in each amplified procedure are integrated throughout the POH. Information is provided in response to the requirement of a training supplement within the POH. None of these items or procedures are intended to replace properly qualified ground or in-flight instruction by an FAA certified flight instructor (CFI). AIRCRAFT PARACHUTE SYSTEM All Sirius airframes are equipped with an aircraft parachute system as standard equipment. The system is designed and manufactured by the Galaxy High Technology (GRS) Corporation specifically for the Sirius. NOTE The parachute system may be deployed at any time by the crew. If time permits it should generally be employed after all other efforts to recover the aircraft have been exhausted. If deployment of the system is necessary, consider deployment at the end of the checklist applicable to the situation. The parachute system is activated by pulling on the red handle right side of the pilot lower panel. The rocket will deploy aft and up from the right side of the aft fuselage. The aircraft support cables are imbedded in the upper 1 Feb 11, Ch Copyrighted 2011 Reproduction of this document or any of its parts is forbidden.

46 Pilot Operating Handbook Section 3 TL3000 Sirius Emergency Procedures surface of the cabin outer skin. Deployment forces will tear the cables through the surface and the aircraft will descend slightly nose low after stabilizing under the parachute canopy. It is imperative that the pilot/operator of this airplane read and understand the system operating manual provided by Galaxy. In most emergency scenarios, the use of the system is not necessary. The parachute system will increase the chance of occupant survival yet with possible substantial damage to the aircraft. If the system is used, certain steps should at least be attempted prior to activation: WARNING WARNING The aircraft parachute system should be considered as the primary method of choice of recovery when the aircraft has departed controlled flight (out of control). Turn off the ignition to stop the engine propeller. If the aircraft has departed controlled flight and the prop is stopped there is less risk of damaging or hindering the parachute deployment. Chute Activation: 1. Slow the Aircraft, If Possible 2. Ignition -- OFF 3. Harnesses -- TIGHTEN 4. ELT -- ACTIVATE (Use the panel mounted remote switch!) 5. Parachute Activation Handle -- PULL FIRMLY 6. Radio -- SET TO 121.5, TRANSMIT MAYDAY, MAYDAY, MAYDAY! with AIRCRAFT ID and CURRENT POSITION 7. Transponder -- SET TO Impact Position -- PULL LIMBS CLOSE TO BODY and COVER FACE Tighten the seat belts and shoulder harnesses before activating the system. As much as 5Gs may be experienced during the chute inflation process, depending on the flight parameters. Firmly pull the parachute activation handle out 12 inches with about 25 pounds of force. The system should complete inflation in approximately 3.8 seconds. 1 Feb 11, Ch Copyrighted 2011 Reproduction of this document or any of its parts is forbidden.

47 Pilot Operating Handbook Section 3 TL3000 Sirius Emergency Procedures WARNING Maximum speed for aircraft parachute deployment at gross weight: 138 Kts. If time permits, activate the 406 mh emergency locator transmitter from the instrument panel mounted remote switch, make the proper emergency transmissions on the VHF radio, and set the transponder emergency code. The airplane should descend at approximately 1260 FPM depending on weight, pressure altitude, temperature, and any deployment damage. In some situations, the aircraft may be controllable to an extent after the system has been deployed. If in a nose-low attitude and sufficient airflow over the control surfaces exists, limited control in flight may be accomplished. If this is possible, make every effort to guide the airplane toward an isolated landing zone, but do not attempt a drop-in landing into a confined or congested area. WARNING Do not attempt to use the engine to control the direction of decent or travel. The chute may collapse along the forward leading edge at speeds of less than 20 KIAS, a low speed which may not register on the aircraft airspeed indicator. As the airplane nears the ground, assume impact position to decrease the risk of injury. Limbs should be pulled in close to the body, and the face should be covered for protection from possible flying debris. The airplane should reach the ground as if it had been dropped from a height of about eight feet. WARNING This manual does not account for all aspects involved in deploying the aircraft parachute system. It is the responsibility of the aircraft pilot to fully understand this system by consulting the latest Galaxy High Technology sro, operating manual provided with the aircraft. 1 Feb 11, Ch Copyrighted 2011 Reproduction of this document or any of its parts is forbidden.

48 Pilot Operating Handbook Section 3 TL3000 Sirius Emergency Procedures ENGINE FAILURES ENGINE FAILURE DURING TAKEOFF ROLL (ABORT) 1. Throttle -- IDLE 2. Brakes -- APPLY 3. Wing Flaps -- RETRACT Only the most time-critical items are on the checklist. These items are to be carried out quickly, in order to stop as soon as possible. The key item to note when an engine failure occurs is to respond early in the takeoff process during the ground roll in order to stop on the remaining runway. Closing the throttle and applying the brakes will minimize the ground roll. Retracting the wing flaps will decrease the amount of lift being produced so that the aircraft will be less likely to become airborne and place more weight on the wheels for braking. ENGINE FAILURE (LANDING) IMMEDIATELY AFTER TAKEOFF 1. Airspeed KIAS 2. Wing Flaps -- Takeoff, 1 st stage 3. Fuel Valve -- OFF 4. Main Switch -- OFF CAUTION The aircraft is capable of very high takeoff climb deck angles (AOA) at low speeds. Loss of engine power will result in loss of airspeed very quickly due to the nose high attitude. Be prepared to immediately push the nose down (lower the nose) to change the AOA and establish 70 KIAS, V G. If an engine failure occurs immediately after liftoff, promptly lower the nose to prevent a stall, and establish a V G of 70 KIAS to maximize the glide distance. The sooner V G is established, the further the airplane will be able to glide. In most cases it is more dangerous to turn back to the runway rather than continuing straight ahead. Turning back will result in a substantial loss of lift and altitude and may result in a possible low altitude spin entry. Therefore, identify a landing zone located in front of the airplane. Lower the flaps to stage 1 to increase lift at slower speeds. Close the fuel valve to cutoff fuel to the engine, and turn off the Main switch to 1 Feb 11, Ch Copyrighted 2011 Reproduction of this document or any of its parts is forbidden.

49 Pilot Operating Handbook Section 3 TL3000 Sirius Emergency Procedures minimize electrical problems during an off airport landing. Open both cabin doors to prevent them from being blocked. Do not attempt to restart the engine as that may detract from basic flight operations. ENGINE FAILURE DURING FLIGHT NOTE The propeller will NOT windmill during engine out conditions even at high (Vne) airspeeds due to the engine gearbox ratio. When engine-out procedures are simulated, aircraft glide performance will not completely reflect true engine-out conditions. A completely stopped or wind-milling propeller will increase drag on the airplane more than a propeller with the engine running at idle. This will result in a higher sink rate and a shortened glide distance. Engine Restart: 1. Airspeed KIAS 2. Fuel Valve -- ON 3. Aux. Fuel Pump -- ON 4. Ignition Switches -- ON 5. Starter -- ENGAGE WARNING If restart fails, execute a forced landing. If an engine failure occurs while in flight, immediately establish V G, and glide toward a chosen landing zone. Do this without delay to allow for a minimal loss in altitude, which results in a longer glide distance. When inbound to the landing zone, try to identify the problem. Only if time permits, attempt an engine restart. The pilot s first and major responsibility is to fly the aircraft. Ensure the fuel valve is open so the engine can receive fuel from the main tank. In case the engine-driven fuel pump has malfunctioned, turn on the auxiliary fuel pump. Ensure that both ignition switches are on, and then engage the starter button. If the engine still will not start, complete the forced landing procedures detailed below. 1 Feb 11, Ch Copyrighted 2011 Reproduction of this document or any of its parts is forbidden.

50 Pilot Operating Handbook Section 3 TL3000 Sirius Emergency Procedures FORCED LANDINGS EMERGENCY LANDING WITHOUT ENGINE POWER 1. Airspeed KIAS 2. Landing Zone -- DETERMINE and FLY TOWARDS Engine Shutdown: 3. Aux. Fuel Pump -- OFF 4. Fuel Valve -- OFF 5. Radio -- SET TO 121.5; TRANSMIT MAYDAY, MAYDAY, MAYDAY! and AIRCRAFT ID with CURRENT POSITION 6. Transponder -- SET TO Landing Zone -- CIRCLE OVER (if necessary) BEFORE LANDING 8. Harnesses -- TIGHTEN 9. Loose Items -- SECURE 10. Flaps -- FULL (after landing is assured) 11. All Switches -- OFF 12. Cabin doors -- UNLOCK 13. Touchdown -- PREFERABLY INTO WIND, NOSE HIGH 14. Brakes -- APPLY AS REQUIRED 15. Control yoke -- Full AFT NOTE If engine failure occurs at a high cruise speed, maintain the current attitude and altitude until slowing to V G. Do NOT attempt a zoom maneuver to gain altitude. The low mass of the aircraft does not result in significant altitude gain when compared to the high drag condition of the zoom maneuver. Practice this maneuver with the engine at idle thrust to determine the best energy conservation. Leave the main and instrument switches on for as long as possible. Tune the VHF radio to MHz. This is the VHF emergency frequency and is monitored by air traffic control (ATC) and other aircraft. Transmit, Mayday, Mayday, Mayday, followed by the airplane s ID number, current position, and altitude. Reset the transponder code to Squawk Feb 11, Ch Copyrighted 2011 Reproduction of this document or any of its parts is forbidden.

51 Pilot Operating Handbook Section 3 TL3000 Sirius Emergency Procedures While performing the engine restart/shutdown checklist, maintain 70 KIAS and keep in mind where the landing zone is located. Circle over the landing zone if needed until sufficient altitude has been lost to setup for a landing. Do not dive toward the landing zone if at too high an altitude in order to attempt a safe landing. Doing so will result in a high energy, high speed approach that is not likely to allow the aircraft to touch down and stop within the intended area. To setup for landing, make any last radio call, adjust the flaps to the final position, turn off all switches, and tighten the shoulder harnesses. If possible, land into the wind to ensure adequate airspeed at the slowest possible ground speed. Always use Full flaps for landings. Do NOT attempt to stall the aircraft just above the ground. Unlock both cabin doors to prevent them from being blocked after the landing. Expect turbulence from the open doors and do not allow the increased downward view to distract you from the normal landing attitude. Touchdown with the main gear first, and try not to allow the nose to touch the surface. Allowing the nose to touch too hard could cause it to dig into the ground possibly flipping the airplane. Apply the brakes as necessary to stop the airplane in the available distance. Keep the control yoke full aft (back) to lessen the unprepared surface load on the nose gear system. Be mindful of the landing zone surface. If it is soft, the landing gear may plow into it. If the surface is wet or grassy, the airplane may be difficult to control, and the wheels may hydroplane if hard braking is attempted. PRECAUTIONARY LANDING WITH ENGINE POWER (OFF AIRPORT) 1. Airspeed KIAS 2. Flaps -- APPROACH 3. Harnesses -- TIGHTEN 4. Selected Field -- EXECUTE LOW PASS (if practical) 5. Flaps -- FULL (on final) 6. Main Switch -- OFF (IGNITIONS remain ON!) 7. Loose Items -- SECURE 8. Cabin Doors -- UNLOCK 9. Airspeed KIAS 10. Touchdown -- PREFERRABLY INTO WIND, NOSE HIGH 11. Brakes -- APPLY AS REQUIRED 12. Control yoke -- Full AFT 1 Feb 11, Ch Copyrighted 2011 Reproduction of this document or any of its parts is forbidden.

52 Pilot Operating Handbook Section 3 TL3000 Sirius Emergency Procedures CAUTION The cabin doors may fully open and depart the airframe at high speeds (above 55kts) if they are unlatched in flight. On rare occasions, the engine may have only a partial loss of power, the engine can still produce a small amount of thrust. Even though it may be possible to obtain a higher speed than V G, do not fly the airplane faster. This procedure will provide the maximum glide distance. If the engine can produce sufficient thrust, make a low pass over the designated landing zone. That way, the surface and any obstructions can be noted before a final approach is established. When setting up for landing on final approach, set full flaps when on final and fly at 55 KIAS. Turn off all electrical equipment. CAUTION Leave the ignition switches ON while landing. Touchdown nose high to reduce the risk of burrowing the nose wheel into soft surfaces or unseen depressions. Apply the brakes only as necessary to stop in the remaining distance. Maintain full aft on the control yoke. DITCHING WATER FORCED LANDING WARNING WARNING The aircraft parachute system should be considered as the primary method of choice for landing with an engine failure over water. If the water landing is inevitable the parachute system should be deployed as high as possible to allow for the aircraft to stabilize. Attempting to fly the aircraft onto the water is very dangerous and may result in pilot incapacitation, an inverted underwater attitude or airframe damage due to water impact. 1 Feb 11, Ch Copyrighted 2011 Reproduction of this document or any of its parts is forbidden.

53 Pilot Operating Handbook Section 3 TL3000 Sirius Emergency Procedures After or If the parachute system is not deployed: 1. Airspeed KIAS Minimum (without chute deployment) 2. ELT -- ACTIVATE (Use the panel mounted remote switch!) 3. Radio -- SET TO 121.5; TRANSMIT MAYDAY, MAYDAY, MAYDAY! and AIRCRAFT ID with CURRENT POSITION 4. Transponder -- SET TO Loose Items -- SECURE 6. Harnesses -- TIGHTEN 7. Flaps -- FULL 8. Power -- ESTABLISH MINIMUM DESCENT RATE AT MINIMUM SPEED 9. Approach -- High winds - INTO WIND Light winds - PARALLEL TO SWELLS 10. Cabin Doors -- UNLOCK 11. Touchdown -- NOSE HIGH WITH MINIMUM DESCENT RATE, AVOID STALLING THE AIRCRAFT ONTO THE WATER SURFACE! 12. Airplane -- EVACUATE In the event that a forced landing needs to be executed over water, follow the normal restart/shutdown procedures. As soon as practical active the 406Mh ELT by using the instrument mounted remote switch. This will aid rescue since the use in the water may not be possible. Add Full flaps and establish a steady descent rate at an airspeed of 55 KIAS. This is done to allow for a slow airspeed with a slow descent rate to touch the water surface. If winds are high and white-cap waves are present, try to land in the direction of the swells and as much into the wind as possible. If winds are calm, try to land parallel to the swells and as much into the wind as possible. Unlatch the cabin doors when nearing touchdown. This will help you to exit the airplane as quickly as possible before possibly submerging. Do NOT attempt to flare over smooth, calm water because height above the water s surface is optically very difficult to judge. Rather, look to the horizon and touchdown level with as slow a descent rate as possible without entering a stall. As soon as the airplane stops, evacuate the airplane. 1 Feb 11, Ch Copyrighted 2011 Reproduction of this document or any of its parts is forbidden.

54 Pilot Operating Handbook Section 3 TL3000 Sirius Emergency Procedures NOTE For flight over-water with distances greater than gliding distance, all occupants should wear an inflatable life vest. A US Coast Guard approved model that does NOT inflate automatically should be used since an unintended inflation would hinder aircraft evacuation. FIRES ENGINE FIRE DURING START 1. Starter -- CONTINUE CRANKING If engine starts: 2. Power RPM for a few seconds 3. Fuel Valve -- OFF 4. Engine -- SHUTDOWN and INSPECT FOR DAMAGE If engine fails to start: 5. Throttle -- FULL OPEN 6. Starter -- CONTINUE CRANKING 7. Ignition Switches -- OFF 8. Fuel Valve -- OFF 9. Main Switch -- OFF 10. Fire Extinguisher -- OBTAIN 11. Airplane -- EVACUATE 12. Fire Extinguisher -- USE AS REQUIRED 13. Airplane -- INSPECT FOR DAMAGE If a fire occurs while starting the engine, continue to crank the engine to attempt to draw the fire back into the combustion chamber. If the engine starts, let it run for a few seconds, shut it down, and then evacuate the airplane. Use the radio to call for fire assistance if available. If the engine does not start, continue to crank the engine with the starter. Turn off all switches except the Main Switch, to keep power to the starter, until ready to evacuate. Open the throttle completely, and close the fuel valve. Be prepared to reduce the throttle if the engine starts. 1 Feb 11, Ch Copyrighted 2011 Reproduction of this document or any of its parts is forbidden.

55 Pilot Operating Handbook Section 3 TL3000 Sirius Emergency Procedures Obtain the fire extinguisher and evacuate the airplane. Use the fire extinguisher only as a method to gain a clear path for evacuation. Allow fire assistance personnel to extinguish any blaze and inspect for damage. ENGINE FIRE IN FLIGHT WARNING During an in-flight fire do not deploy the aircraft parachute system at high altitude. If the decision is made to use the parachute system and conditions permit, attempt to fly (DIVE) the aircraft to a lower altitude to minimize the time for the fire to spread within the cockpit. 1. Fuel Valve -- OFF 2. Throttle -- FULL OPEN 3. Aux. Fuel Pump -- OFF 4. Ignition Switches -- OFF 5. Cabin Heat -- OFF 6. Air Vents -- AS REQUIRED 7. Cabin doors -- AS REQIORED NOTE The side air vents may be aimed forward and/or aft to assist in cabin ventilation. In an emergency they may be removed and discarded. Also, a controlled side-slip may assist in clearing the cockpit of smoke and fumes. WARNING Maintain approach speed, a low speed side-slip may cause the aircraft to stall and may enter a spin. 8. Radio -- SET TO TRANSMIT MAYDAY, MAYDAY, MAYDAY! 1 Feb 11, Ch Copyrighted 2011 Reproduction of this document or any of its parts is forbidden.

56 Pilot Operating Handbook Section 3 TL3000 Sirius Emergency Procedures with AIRCRAFT ID and CURRENT POSITION 9. FLAPS - FULL 10. All Non-Essential Switches -- OFF 11. Airspeed KIAS 12. Execute a Forced Landing In the event of an in-flight engine fire, an engine restart should not be attempted. This could aggravate the emergency even further by providing more fuel for the fire. Adjust the aircraft pitch attitude to obtain 55 KIAS and setup for a forced landing. Close the fuel valve, open the throttle full, and turn off the auxiliary fuel pump. Turn OFF both ignition switches, but leave the main switch on in order to make distress calls. Turn off cabin heat, in order to prevent smoke and fumes from entering the cockpit. Also, open the canopy air vents to allow fresh air to enter the cockpit. The doors may be unlatched for opening if needed. ELECTRICAL FIRE IN FLIGHT 1. Main Switch -- OFF 2. All Switches Except Ignition Switches -- OFF 3. Cabin Heat -- OFF 4. Air Vents -- AS REQUIRED 5. Fire Extinguisher -- USE (if practical) 6. Execute an immediate forced landing if fire continues 7. Land ASAP If fire appears out and electrical power is necessary for extended flight: 8. Main Switch -- OFF 9. All Switches Except Ignition Switches -- OFF 10. Circuit Breakers -- CHECK for faulty circuit (do not reset) (See Electrical System for circuit locations) 11. Main Switch -- ON 12. Instrument Switch -- ON 13. Avionic/Electrical Switches -- ON, ONE AT A TIME to locate fault 14. Land ASAP An electrical fire can be identified by the pungent odor of burning insulation. Turn off the main switch and all other electrical equipment. Be sure to leave the ignition switches on. On occasion, the fire can be stopped by turning off the power to the electrical equipment. 1 Feb 11, Ch Copyrighted 2011 Reproduction of this document or any of its parts is forbidden.

57 Pilot Operating Handbook Section 3 TL3000 Sirius Emergency Procedures Close off cabin heat and open the air vents for adequate cockpit ventilation. If the fire does not appear to be out and the location of the fire can be determined, use the fire extinguisher to attempt to control the fire. When it appears the fire is out and electrical equipment is needed to complete the flight, ensure that all electrical switches are still off, and check the circuit breakers. A popped circuit breaker is key to identifying the faulty system, but do not reset any beaker that has popped (Either a CB or SCB) because this could restart the electrical fire. WARNING WARNING Do not focus all attention on fixing the problem, which is post-flight maintenance. If you choose to troubleshoot any problem when airborne, remember that the main priority in any airborne situation is to fly the airplane. If you must attempt to troubleshoot the problem, first turn off all electrical equipment and all switches. Next, turn on the main switch and instrument switch. Then proceed to turn on each electrical system one by one. This will help to identify the faulty system if the electrical fire restarts. If the fire does restart, turn off the last switch that was turned on. Be prepared for an emergency landing, and land as soon as possible. CABIN FIRE 1. Main Switch -- OFF 2. Cabin Heat -- OFF 3. Air Vents -- AS REQUIRED 4. Fire Extinguisher -- USE AS REQUIRED 5. Execute a forced landing if fire continues 6. Land ASAP The most important thing to remember in a cabin fire is to fly the airplane and do not allow the situation to create a distraction from the primary activity of aircraft control. Turn off the main switch to cut electrical power supply in case faulty electrical systems were the cause of the fire. Close the cabin heat in case the fire came from the engine compartment. Open the air vents as required to allow for ventilation, but be cautious not to feed the flames with fresh air. Use the fire extinguisher to fight the fire, and land as soon as possible. 1 Feb 11, Ch Copyrighted 2011 Reproduction of this document or any of its parts is forbidden.

58 Pilot Operating Handbook Section 3 TL3000 Sirius Emergency Procedures The first use of cabin heat in the winter season may produce some cockpit smoke or fumes from fluids that may have accumulated on or in the hot air supply hose. LANDING GEAR FAILURE NOTE A hard landing can result in damage to the landing gear, axles, tires, or the gear sockets. Landing gear failure may be suspected if, during a hard landing, a shock comparable to that of a blown tire is experienced. This does not necessarily mean a tire has blown, but possibly the landing gear may have fractured. The trailing surface of the landing gear strut may separate and the gear will appear to bow outboard. However, this may not be apparent from ground observers on an inspection fly-by. In the event that a main landing gear strut or wheel has been damaged, consider using a smooth sod runway, if available. Touchdown on the undamaged gear first. This can be accomplished by using aileron to bank into the good gear and using opposite rudder to keep the nose aligned down the runway. After the undamaged gear has touched down, keep the weight off of the damaged gear for as long as possible while still maintaining positive directional control of the airplane. If the nose wheel has been damaged, touchdown on the main landing gear first without using any brakes, and initially do not allow the nose wheel to touch the surface. Do not lose elevator authority at low speed, as the nose will then drop hard to the ground. Keep full back pressure on the control yoke for as long as possible, and allow the nose wheel to gently settle to the surface 1 Feb 11, Ch Copyrighted 2011 Reproduction of this document or any of its parts is forbidden.

59 Pilot Operating Handbook Section 3 TL3000 Sirius Emergency Procedures SPIRAL DIVE RECOVERY If a spiral dive is encountered at night with no horizon reference or in an inadvertent cloud penetration (IMC conditions), proceed as follows: If installed, the Straight / Level (blue) button can be used to level the wings, hold altitude and heading until the pilot can become oriented. Be prepared to disconnect the autopilot if necessary for continued hand flying by the pilot. WARNING WARNING A spiral dive at night or in instrument meteorological conditions (IMC) is a serious, life threatening emergency. The use of the aircraft parachute system is the primary recovery technique if you become disoriented. IF the aircraft parachute system is not deployed: 1. Airspeed Check, if airspeed is increasing: 2. Throttle - IDLE. 3. Airspeed Check, if the airspeed is decreasing: 4. Throttle - FULL OPEN 5. Level the wings using coordinated aileron and rudder until the wings of the attitude reference or turn coordinator are level. Do not attempt to change the nose pitch attitude until the bank indication is level. 6. Apply elevator pressure using the attitude reference to maintain wings level until 70 KIAS is established on the airspeed indicator and the altimeter stops moving. CAUTION When recovering from a nose-low attitude, do not over-stress the airframe by pulling back too abruptly on the control yoke. 7. Trim the aircraft to maintain 70 KIAS. 8. Upon re-entering VFR/VMC conditions, resume normal cruise operation. 1 Feb 11, Ch Copyrighted 2011 Reproduction of this document or any of its parts is forbidden.

60 Pilot Operating Handbook Section 3 TL3000 Sirius Emergency Procedures Close the throttle to prevent any further increase in airspeed produced by the engine. Because it presents less data to a confused pilot, consider the turn coordinator as the primary reference for bank even though an attitude indicator is installed on the airplane. Although no pitch information is displayed, the solid state gyro of the turn coordinator is not gimbaled and should not tumble at steep aircraft pitch attitudes or bank angles. Establish aircraft control then use the attitude reference as the primary aircraft control reference. Level the airplane wings using the turn coordinator and the attitude reference. Then bring the attitude reference into your cross check as the primary instrument. If airspeed is increasing (diving), then steadily pull back on the control yoke until the airspeed reaches 70 KIAS. If airspeed is decreasing (climbing), then steadily push forward on the control yoke until the airspeed reaches 70 KIAS. Place the throttle in the center (standup) of the throttle quadrant. Hold this airspeed until the altimeter shows neither a climb nor a descent. Straight and level flight has now been regained. Then, adjust pitch attitude to maintain 70 KIAS and use the trim to prevent further abrupt control movement. Continue to monitor the attitude reference, airspeed, turn coordinator, altimeter, and the VSI descent rate. Establish a descent at 70 KIAS until positive, visual outside references can be maintained. Controlled flight into terrain (CFIT) is a common occurrence during night flight or following inadvertent IMC conditions. Cross reference the descent rate of the VSI with the altimeter to ensure that the airplane is not too low above AGL before reaching an altitude in which positive, visual outside references can be maintained. SPIN RECOVERY WARNING WARNING WARNING Intentional spins in this airplane are prohibited. 1 Feb 11, Ch Copyrighted 2011 Reproduction of this document or any of its parts is forbidden.

61 Pilot Operating Handbook Section 3 TL3000 Sirius Emergency Procedures Should an inadvertent spin occur in this airplane, the following recovery procedure should be used: 1. Throttle -- IDLE 2. Ailerons -- NEUTRALIZE 3. Rudder -- APPLY FULL (in opposite direction of rotation) 4. Control yoke -- FORWARD (to break stall) When rotation stops: 5. Rudder -- NEUTRALIZE 6. Elevator -- RECOVER SMOOTHLY FROM NOSE-LOW ATTITUDE CAUTION Close the throttle to prevent an unnecessary increase in airspeed. During a spin, one wing is in a stalled condition resulting in ineffective aileron inputs to control the rotation. Neutralize the ailerons, and apply full rudder in the opposite direction of rotation. The aircraft will appear to be almost in a vertical turning decent during the spin. The nose may move up and down on the horizon depending on the CG of the aircraft. Because an airfoil can stall at any airspeed, altitude or attitude in any relation to the horizon, push forward on the yoke to break the stall. When the rotation stops the aircraft nose will be low. Neutralize the rudder to prevent entry into a spin in the opposite direction. Firmly, but cautiously pull back on the control yoke in order to minimize loss in altitude. Be sure not to pull back on the yoke too quickly because this could result in a secondary stall/spin or it could overstress the airplane. ROUGH ENGINE OPERATION OR LOSS OF POWER CARBURETOR ICING Although the aircraft engine has a full time carburetor heating system, an unexplained drop in manifold pressure and eventual engine roughness may result from the formation of carburetor ice. Use both the throttle and the choke to maintain engine RPM. SPARK PLUG FOULING A slight engine roughness in flight may be caused by one or more spark plugs becoming fouled by carbon or lead deposits resulting from 1 Feb 11, Ch Copyrighted 2011 Reproduction of this document or any of its parts is forbidden.

62 Pilot Operating Handbook Section 3 TL3000 Sirius Emergency Procedures excessive operation with 100LL. This may be verified by momentarily turning each ignition switch OFF and then back ON, one at a time. An obvious power loss in single ignition operation is evidence of spark plug or ignition module trouble. If the problem persists, proceed to the nearest airport for repairs using both ignition switches unless extreme roughness dictates the use of a single ignition. LOW FUEL PRESSURE OR LOSS OF FUEL PRESSURE Immediately select the electrical aux fuel pump ON. Reduce engine power and select a suitable field for a forced landing. Use only the minimum power required to reach the desired landing zone. Low or loss of fuel pressure will result in initial rough engine operation. Added throttle will usually result in more rough operation or engine stoppage due to high air to fuel ratio. The engine may continue to operate at some power level with 0 fuel pressure indications. This condition is the result of all fuel available being used by the engine resulting in no pressure indication since the flow will not be measured as pressure. Low fuel pressure may also indicate a major fuel leak. Therefore an immediate landing is the only way to determine whether the aircraft is safe to operate even with the electrical pump providing additional fuel pressure. LOW OIL PRESSURE OR LOSS OF OIL PRESSURE If a loss of oil pressure is accompanied by a rise in oil temperature, there is good reason to suspect an engine failure may occur. Reduce engine power and select a suitable field for a forced landing. Use only the minimum power required to reach the desired landing zone. LOW ENGINE COOLANT OR LOSS OF ENGINE COOLANT A rise in cylinder head temperatures accompanied by a rise in oil temperature could result if there is a loss of engine coolant. This is also a situation when there is good reason to suspect an engine failure may occur. Reduce engine power and select a suitable field for a forced landing. Use only the minimum power required to reach the desired touchdown spot. See the latest Rotax publications on engine operation without coolant for further details. 1 Feb 11, Ch Copyrighted 2011 Reproduction of this document or any of its parts is forbidden.

63 Pilot Operating Handbook Section 3 TL3000 Sirius Emergency Procedures NOTE If an excessive engine limit is indicated in any of the EMS data fields, verify the other data indications before acting on an individual EMS alert. An erratic or intermittent temperature rise could be the result of a faulty sensor, and in this case, an emergency condition may not exist. However, this circumstance may not hold true in all situations, and appropriate precautions should always be taken. IGNITION MODULE MALFUNCTION A sudden engine roughness or misfiring may be evidence of ignition problems. By turning off an ignition switch and then turning it back on, the malfunctioning module may be determined. Select different power settings to determine if continued operation on both ignitions is practicable. If not, switch off the bad module and proceed to the nearest airport for repairs. EXCEEDING MAXIUM AIRSPEED (V NE ) If the aircraft exceeds V NE, reduce power and speed immediately. Do not attempt abrupt control movement or unusual attitudes. Continue flight using minimum safe speed and control pressures to land as soon as possible. After landing, have the aircraft airworthiness confirmed by a qualified mechanic to return it to service. FLUTTER WARNING Flutter may cause immediate structural damage, control failure and or the inability to control the aircraft. Activate the aircraft recovery system if control is lost. Expect possible damage to the parachute system if airspeed is near Vne. Flutter is a serious structural vibration and/or oscillation of the control surfaces, usually caused by excessive airspeed. It may also be caused by abrupt control deflection at speeds near or above V NE. When it occurs, the ailerons, elevator, rudder or possibly the entire aircraft will start to shake in an 1 Feb 11, Ch Copyrighted 2011 Reproduction of this document or any of its parts is forbidden.

64 Pilot Operating Handbook Section 3 TL3000 Sirius Emergency Procedures intense high frequency vibration very violently. Flutter can destroy the aircraft in seconds if ignored. Should flutter occur, reduce power immediately and slow the aircraft to minimum safe speed. Avoid large control deflections and attitude changes. Land as soon as possible and have the aircraft structure and controls inspected by a qualified mechanic prior to return to service. NOTE At speeds above 100kts or well below Vne the nose or main wheel may begin to rotate and if out of balance may result in noticeable airframe vibrations. Reduce power and if the vibration changes and dissipates, have the nose wheel snubber inspected. Activating the main wheel brakes one at a time will also determine if the vibration is caused by a spinning left or right main wheel. NOTE Abbreviated emergency checklists for use in the airplane are available in Section 10, Appendix A. 1 Feb 11, Ch Copyrighted 2011 Reproduction of this document or any of its parts is forbidden.

65 Pilot Operating Handbook Section 4 TL3000 Sirius Normal Procedures SECTION 4 NORMAL PROCEDURES TABLE OF CONTENTS Page INTRODUCTION PREFLIGHT INSPECTION COCKPIT EXTERIOR CHECKLIST NOSE AREA RIGHT WING AFT FUSELAGE LEFT WING OPERATING CHECKLIST ENGINE START PRE-TAXI TAXI ENGINE RUN-UP BEFORE TAKEOFF AIRSPEEDS FOR NORMAL OPERATION TAKEOFF CROSSWIND TAKEOFF SOFT FIELD TAKEOFF CLIMB CRUISE UNUSABLE FUEL TURBULENCE IN FLIGHT BEFORE LANDING LANDING CROSSWIND LANDING SOFT FIELD LANDING SHORT FIELD LANDING BALKED (GO-AROUND) LANDING AFTER LANDING SHUTDOWN SECURING THE PLANE Feb 11, Ch 4 4-1

66 Pilot Operating Handbook Section 4 TL3000 Sirius Normal Procedures (THIS PAGE BLANK) 1 Feb 11, Ch 4 4-2

67 Pilot Operating Handbook Section 4 TL3000 Sirius Normal Procedures INTRODUCTION Section 4 provides checklists and amplified procedures for conducting normal operations. PREFLIGHT INSPECTION COCKPIT 1. All Switches -- OFF 2. Fuel Valve -- LEFT 3. Fuel Quantity Sight Gauges -- CHECK Left-Right 4. ELT Control Panel Indicator -- CHECK STATUS 5. Flight Controls -- PROPER OPERATION 6. Main Switch -- ON 7. Flaps -- PROPER OPERATION, SET TAKEOFF NOTE The use of flaps without engine operation will cause large amperage loads on the battery. Therefore do not check full flap travel limits until electrical power is available. 8. Lighting -- ON Check, then-off 9. Main Switch -- OFF 10. Trim -- CENTERED 11. Required Documentation -- ON BOARD NOTE See section 9 for required aircraft documentation. 12. Baggage -- SECURED 13. Seats -- SECURE 14. Proceed to Exterior Checklist The entire preflight inspection of the cockpit can be accomplished while standing outside of the airplane door and turning to accomplish overhead items. When inspecting the cockpit ensure that all of the required documents are on board or the airplane is not airworthy. 1 Feb 11, Ch 4 4-3

68 Pilot Operating Handbook Section 4 TL3000 Sirius Normal Procedures Momentarily turn on the strobe and aircraft lights. Check them for proper operation then turn all of them OFF. Leave the flaps set for takeoff during the exterior inspection. Check travel and alignment is correct for the position selected. Check the ELT control panel indicator located on the instrument panel to determine the ELT s status. To cross check this status with the actual ELT switch setting, tilt the passenger seat back forward. Remove the small panel to view the ELT switch. Ensure the ON-ARMED-OFF switch is set to ARMED and agrees with the control panel indicator. 1 Feb 11, Ch 4 4-4

69 Pilot Operating Handbook Section 4 TL3000 Sirius Normal Procedures EXTERIOR CHECKLIST Fig. 4-1 Note: Figure 4-1 represents the pattern for the pilot to follow during the exterior preflight. 1 Feb 11, Ch 4 4-5

70 Pilot Operating Handbook Section 4 TL3000 Sirius Normal Procedures NOSE AREA Windshield -- CLEAN 2. Cowling -- Remove as required then SECURE 3. Prop/Spinner -- CHECK 4. Air Inlets -- CLEAR 5. Hydrostatic Check -- Turn Prop through 4 piston TDS. 6. Oil -- CHECK QUANTITY 7. Coolant CHECK QUANTITY 8. Nose Strut Assembly -- CHECK 9. Nose Tire -- CHECK INFLATION and WEAR 10. Chock -- REMOVE 11. Firewall Fuel Gascolator Drain and CHECK for debris 12. Oil Tank Vent -- CLEAR 13. Transponder Antennae -- Secure Make certain the cockpit windows are clean. Bug debris or streaks can impair vision. Review Section 9 for proper procedures for cleaning the window surfaces. The engine cowling should be securely fastened by quick release cam locks that run along its seams. Ensure that all cam locks are present and tight. Clear all air inlets of debris that could hinder engine cooling Inspect the propeller and spinner for cracks or chips. Even a small defect in the propeller can eventually lead to catastrophic failure of the blades. Check the ends of the blades for chips or delamination caused by gravel or debris. Check the oil for sufficient capacity by referencing Section 9 of the POH. The engine should only use a small amount of oil during normal operation. For longer flights away from your normal base, it may be advisable to add oil until it reaches its maximum limit on the dipstick to allow for some oil consumption in-flight. NOTE Due to the high location of the oil reservoir, the oil level can best be checked correctly by the dipstick within a few minutes after engine shutdown. Checking the oil system quantity by multiple rotations of the propeller (burping) is not recommended. The engine uses only a small quantity of oil during normal operation. Establish a technique that allows continual monitoring of the oil quantity for your operation. However it is good 1 Feb 11, Ch 4 4-6

71 Pilot Operating Handbook Section 4 TL3000 Sirius Normal Procedures practice to rotate the propeller through four TDC piston positions prior to start to prevent engine damage due to hydrostatic lock with the electric starter engaged. CAUTION Contact with hot engine oil may cause scalds or severe burns. Take great care when dealing with hot engine oil or the oil level indicator dipstick. CAUTION Do not remove the coolant cap when the engine is hot. The coolant will be dangerously hot and is under pressure. Relief of that pressure will cause the coolant to reach a boiling point, expand and spray out of the cap area. Severe burns may occur from hot coolant at normal engine operating temperatures. Inspect the nose strut for freedom of vertical movement and damage from nose impact on misjudged landings. The strut compresses during taxi and landing operations and has an internal rubber snubber to cushion extreme limit movement. NOTE Check the nose strut suspension system for evidence of nose first wheel impact which can occur on high speed landings where initial runway contact is not on main landing gear. CAUTION Do not use the nose wheel pant to move the nose wheel left and right. The wheel pant is not designed to have large torsional loads placed on the front and aft in an attempt to point the nose wheel in either direction. The fuel sumps located underneath the wing roots should be drained to ensure the correct fuel is onboard and no water or debris has accumulated inside the fuel tank. Water inside the fuel lines can come out of suspension by vibration or freeze thus interfering with fuel flow to the engine. 1 Feb 11, Ch 4 4-7

72 Pilot Operating Handbook Section 4 TL3000 Sirius Normal Procedures NOTE Comply with proper environmental fuel disposal regulations and do not dump fuel onto the ground. When draining the fuel sump, always use a clean clear fuel sampler. Pour clean fuel back into the fuel tank. RIGHT WING Gear Leg and Brake Line -- CHECK 2. Wheel Pant -- SECURE 3. Brakes -- CHECK CONDITION 4. Tire -- CHECK INFLATION and WEAR 5. Chock -- REMOVE 6. Fuel CHECK FOR WATER, CONTAMINATION AND TYPE 7. Wing Strut - CHECK 8. Wing Leading Edge -- CHECK 9. Wing Inspection Ports SECURE / CHECK CONTROL CONTINUITY 10. Right Wing Fuel Tank -- CHECK QUANTITY / CORRECT FUEL TYPE 11. Right Wing Fuel Cap -- SECURE 12. Tie Down Strap -- REMOVE 13. Fuel Vent - CLEAR 14. Wing Tip and Enclosed Lights -- CHECK 15. Aileron, Tab, and Hinges -- CHECK 16. Flap and Hinges -- CHECK After checking the fuel quantity and that the correct fuel type (color) is on board, ensure the fuel caps are securely in place by inserting the cap back into the filler neck so that it lies flush with the rim and then press the small locking tab back into place. Be sure that the tab is aimed aft. Examine the landing gear leg for cracks or splits, and make sure the brake line is firmly fastened to the strut. The brake disk should not have any cracks or warps in it, and the brake pads should have ample pad material remaining. Confirm that the grounding wire attached inboard to the right gear assembly is securely fastened. It should make sufficient contact with the ground and should be tightly woven without any fraying. For wear protection, the end of the wire has a solid crimp-on attachment. 1 Feb 11, Ch 4 4-8

73 Pilot Operating Handbook Section 4 TL3000 Sirius Normal Procedures NOTE If the grounding wire is worn, additional length of wire is available by simply extending it from inside the fuselage. If the tip is missing cover the end of the wire with a short length of a small aluminum tube and crimp the tube securely to act as a wear surface. Inspect the wing s leading edge for flaws or dents. These can impede smooth airflow over the wing. Inspect the primary control connections to the ailerons which can be inspected via the under-wing inspection ports. These connections assure aileron continuity and are vital for aircraft control. Inspect the clear wing tip light cover for cracks, and ensure the screws that attach it to the wing tip are all present and tight. Gently move the aileron up and down to ensure freedom of motion, and examine the hinges for cracks. Small hairline cracks on either side of the aileron or flap hinge are not structural and pose no problems. They may be filled with GE Silicone II to protect from dirt. The other aileron should defect in the opposite direction. Examine the flap slot located underneath the wing to ensure no debris and proper clearance for the retracted flaps. Inspect the flap surface for cracks in the composite surface at the hinges caused by over-stress from air loads occurring above the extension airspeed limits. The flap mechanism may have a slight amount of play. Both flaps should be at the same setting. AFT FUSELAGE Rear Cabin Window - CLEAR 2. Chute Closure Panel SECURE & FREE FROM INTERFERENCE 3. VHF Antenna -- SECURE 4. Static Port - CLEAR 5. Aft Tie Down -- REMOVE 6. Right Horizontal Stabilizer -- CHECK 7. Rudder and Tab -- CHECK 8. Aft Position Light -- CHECK 9. Tail Trim Tab Assembly -- SECURE / FREE to MOVE 10. Tail Cone SECURE 11. Left Horizontal Stabilizer -- CHECK 12. Aft Tail Inspection Cover -- SECURE 13. Static Port - CLEAR 14. Rear Cabin Window - CLEAR 1 Feb 11, Ch 4 4-9

74 Pilot Operating Handbook Section 4 TL3000 Sirius Normal Procedures Inspect the rudder and vertical stabilizer for cracks. Do not apply force in an attempt to move the rudder. The horizontal stabilizer and trim tab should also be free of cracks and punctures. Inspect the trim tab mechanical linkages, bolts, hinges and cables. Do not lift the stabilizer by the trim tab. The nuts and bolts should be snug and the linkages should be free from any obstructions. The marking paint on the nuts and screws should not be broken. Make sure the tail cone is firmly in place and its screws are present and tight. The aft tail inspection cover located on the pilot s side of the empennage should be securely in place with screws tightly fastened. Static ports on both sides of the aft fuselage should be clear and clean of debris. LEFT WING Flap and Hinges -- CHECK 2. Aileron and Hinges -- CHECK 3. Wing Tip Cover and Enclosed Lights -- CHECK 4. Tie Down Strap -- REMOVE 5. Fuel Vent - CLEAR 6. Wing Lead Edge -- CHECK 7. Pitot Tube -- CLEAR - CHECK PITOT OPENING 8. Under wing Inspection Panels SECURE 9. Wing Tank CHECK QUANTITIY / FUEL TYPE 10. Wing Tank Cap -- SECURE 11. Wing Strut CHECK 12. Fuel CHECK FOR WATER, CONTAMINATION AND TYPE 13. Gear Leg and Brake Line -- CHECK 14. Wheel Pant -- SECURE 15. Brake -- CHECK CONDITION 16. Tire -- CHECK INFLATION and WEAR 17. Chock -- REMOVE Examine the flap slot located underneath the wing to ensure proper clearance for retracted flaps. Inspect the flap surface for cracks, and it may have a slight amount of play at the hinges. Gently move the aileron up and down to ensure freedom of motion, and examine the hinge area for surface cracks. Inspect the clear wingtip light cover for cracks, and ensure the screws that attach it to the wing tip are all present and tight. Check the landing light, strobe and position lights are operational. Inspect the wing s leading edge for flaws or damage. These can impede smooth airflow over the wing. Ensure the pitot tube is 1 Feb 11, Ch

75 Pilot Operating Handbook Section 4 TL3000 Sirius Normal Procedures secure and clear of obstructions. The wheel pant attachment to the gear assembly should be tight without movement. Examine the landing gear leg for cracks or splits, and make sure the brake line is firmly fastened to the strut. The brake disk should not have any cracks or warps in it, and the brake pads should have ample wear surface material available. OPERATING CHECKLIST - 9 Board the aircraft NOTE Minor variations of the following checklist may occur due to the many avionic options available. Each aircraft will have a FLOW checklist reference guide which reflects installed equipment. ENGINE START 1. Harnesses -- ADJUST and FASTEN 2. Headsets -- ON and ADJUST 3. All Switches -- OFF 4. Fuel Valve -- LEFT 5. Throttle -- IDLE 6. Main Switch -- ON (Fuel Pump 1 will activate ON for 914 engines) 7. Aux Fuel Pump -- MOMENTARILY ON 8. Aux Fuel Pump -- OFF 9. Ignition Switches -- ON 10. Check area visually and Call Out -- CLEAR PROP! CAUTION This step is intentionally some steps ahead of the starter engagement to allow time for the Pilot and nearby personnel to clear the propeller movement area. Call out CLEAR PROP! through the open cabin door. Also use a visual signal by rotating your hand vertically with an index finger up to indicate propeller movement. 1 Feb 11, Ch

76 Pilot Operating Handbook Section 4 TL3000 Sirius Normal Procedures 11. Brakes -- HOLD 12. Choke -- AS REQUIRED 13. Starter -- ENGAGE 14. Throttle RPM 15. Oil Pressure -- CHECK 16. Choke -- CLOSED as engine warms 17. Instrument Switch -- ON 18. Strobe Lights ON 19. Nav Lights -- ON 20. Intercom -- CHECK, headset volume adjust 21. Cabin Doors -- CLOSED NOTE Check that the safety harness belts or headset wires are not outside the cockpit when closing the cabin doors. CAUTION The door hinge mechanism may be damaged by over extension if the door remains unattended, unlocked, and open in gusty wind or during high engine power settings. Pull the cabin doors down smoothly to close and check the bottom latch is engaged. The door is closed but not locked. To lock the door, move the red lever forward to the locked position. This should not require high effort if the lock pins on the forward and aft door channels are correctly aligned. Establish a sequence for securing the cabin doors, and continue using it. Making your procedure standard practice will help prevent takeoff with the doors unlocked. NOTE Do not push hard on the red locking lever. If the pins in the forward and aft center of the door frame are not aligned, added pressure on the red lever may shear the friction screw in the lever and make locking or unlocking the door difficult. The throttle should be at IDLE before starting to prevent immediate engine run-up and airplane acceleration upon ignition. The choke starting carburetor is by-passed and will not be activated at high RPM throttle positions. 1 Feb 11, Ch

77 Pilot Operating Handbook Section 4 TL3000 Sirius Normal Procedures Confirm that the fuel shutoff valve is LEFT and momentarily turn on the auxiliary fuel pump to pressurize fuel to the engine carburetors. The fuel pump will initially make a loud and fast clicking noise. Within a few seconds it should quiet down to muffled knocking sound. This indicates the pump has pulled fuel from the tank and pressurized the fuel lines to the carburetors. When the auxiliary fuel pump makes the muffled knocking sound, verify fuel pressure on the EMS and turn the auxiliary pump OFF. The 914 fuel pump 1 will come on and pressurize the system when the MAIN switch is activated. There is no need to use the pump 2 for start. It should be activated prior to any takeoff or landing. Visually ensure that the prop area is clear before engine start. Turn on the ignition switches, and loudly call out, Clear prop, to again warn the surrounding area that the engine is about to start. Make a last minute visual check of the engine area to assure that no personnel are nearby. Hold the brakes to prevent airplane movement during start up. The choke will be necessary, during cold starts. Pull out and hold the choke knob. Then press and hold the starter button. Do not hold the starter button on for longer than 10 seconds because this could overheat the starter. If engine does not start, allow for a cool down of two minutes after continuous, lengthy starter operation. When the engine fires, ensure the oil pressure rises within 10 seconds. Use the choke as an aux-throttle to maintain acceptable RPM levels until the engine will idle about 2000 RPM smoothly. Slowly close the choke, while at the same time slowly adjusting the throttle as required to keep the RPMs stable. If the engine begins to run rough, move both the choke and throttle back to their previous positions, wait a few seconds for the engine to warm up, and then try closing the choke again. CAUTION Always be observant of the oil pressure/temperature and cylinder head temperatures on the EMS data display during engine operation. 1 Feb 11, Ch

78 Pilot Operating Handbook Section 4 TL3000 Sirius Normal Procedures PRE-TAXI 1. Oil Pressure -- CHECK 2. Transponder -- STANDBY 3. VHF ON 4. GPS -- ON 5. Other Avionics -- ON 6. Attitude Reference / Turn Coordinator -- LEVEL NOTE Various glass cockpit avionics may be installed which may require additional time for GPS acquisition/guidance or AHARS initial reference. See the avionic manufacturer s operation instructions. 7. Altimeter -- SET (note any field elevation variance) 8. Warm-up -- AS REQUIRED NOTE Rotax advises that a two minute engine warm-up time is required before takeoff. This two minute warm-up includes taxi time. Check the EMS to ensure at least 12 psi oil pressure after start. If no oil pressure indication exists, shut down the engine and troubleshoot the problem. Lack of oil pressure can cause serious engine damage. Turn on the strobe lights to warn the surrounding area of aircraft movement. Turn the transponder to standby and set the proper radar code for departure. Turn on the VHF radio and tune to the desired frequencies. Also turn on the GPS and enter the desired information while the aircraft is NOT moving. Enter the proper barometric pressure in the Kollsman window of the altimeter to obtain the correct true altitude. If pressure is not known, enter the field elevation of the airport on the altimeter. Allow a minimum of two minutes for the engine to warm up sufficiently prior to engine run-up in order to stabilize internal engine temperatures. This can include time during taxi operations. Allow oil temperature to read 120 F min. before the 4000 RPM engine ignition check. 1 Feb 11, Ch

79 Pilot Operating Handbook Section 4 TL3000 Sirius Normal Procedures TAXI 1. Area -- CLEAR 2. Brakes -- CHECK and APPLY AS NEEDED 3. Steering -- CHECK 4. Compass -- CHECK 5. Attitude reference / Track Display -- CHECK 6. Turn Coordinator -- CHECK (in turns) Before releasing the brakes for taxi, ensure the area in front of and behind the airplane is clear of obstructions. If taxiing over loose gravel, pavement pebbles, or soft surfaces, use lowest engine RPM possible in order to minimize pulling debris into the propeller. NOTE As much as five minutes may elapse prior to correct digital track indications in some GPS attitude reference avionics. When taxiing, use minimal braking to slow the aircraft. However, the aircraft gains speed even while idling. To prevent a fast taxi, smoothly apply the brakes to slow the airplane s speed to approximately that of a brisk walk, and then release them. Do not, at any time ride the brakes. Doing so (even if you don t think you are pushing on the brake pedals) will cause the brake pads to glaze and the brake caliper to chatter with each brake application. Be sure to maintain positive control of the control yoke while taxiing. This will prevent the elevator from jolting up and down when taxiing over bumps or dips. Ensure the compass heading is swinging and in the proper direction. When in taxi turns, observe the turn coordinator. The display should indicate the direction of the turn and the slip ball should be free to move in the race. The heading display on any GPS will not be correct until the GPS system is able to track the movement of the aircraft. GPS heading may not be accurate after a turn if no forward movement occurs. ENGINE RUN-UP 1. Brakes -- HOLD 2. Oil Temperature F min. 3. Oil Pressure PSI 4. Cylinder Head Temperature º F min. 5. Throttle RPM 6. Ignition Switches RPM DROP (max), 120 RPM DIFF (max) 7. Throttle -- IDLE 8. Fuel Pressure -- CHECK 1 Feb 11, Ch

80 Pilot Operating Handbook Section 4 TL3000 Sirius Normal Procedures Hold the brakes before beginning the engine run-up. Ensure that the oil temperature, oil pressure, and cylinder head temperatures are within their respective tolerances. The following process should be accomplished quickly yet fluidly to avoid overheating the engine or possibly pulling debris into the propeller. The brakes may not hold the aircraft during high power settings. Therefore do not taxi up to the runway hold line marker prior to ignition check. Remain clear of the runway environment during the time that attention is diverted into the cockpit for engine observations. NOTE Smoothly apply adequate throttle to stabilize at 4000 RPM. Turn off the first ignition switch and note the RPM on the EMS. Turn the first ignition back on, and allow the RPM to return to the higher setting. Immediately turn off the second ignition switch and note the RPM on the EMS. Then turn the second ignition switch back on. Smoothly throttle back down to Idle RPM. The single ignition RPM drop should not have exceeded 300 RPM on either ignition nor indicate more than a 120 RPM difference between the two. WARNING If you inadvertently switch off both ignitions at high RPM, do not turn the switches back on. Allow the engine to come to a stop and restart the engine. In the event that there is no indication of an RPM drop during ignition checks, it may be caused by faulty grounding of one of the ignition modules. Whatever the cause, the aircraft should not be flown and the engine malfunction should be determined. BEFORE TAKEOFF 1. Pitot Heat - AS REQUIRED 2. Lights - AS REQUIRED 3. Circuit Breakers - Check 4. Harnesses -- SECURE 5. Loose Items -- SECURE 6. Instruments -- CHECK and SET 1 Feb 11, Ch

81 Pilot Operating Handbook Section 4 TL3000 Sirius Normal Procedures 7. EMS Data -- CHECK 8. VHF Radio -- SET 9. Transponder -- ON/ALT 10. Trim -- AFT of center 11. Flaps -- TAKEOFF (Stage 1) 12. Controls -- FREE and CORRECT MOVEMENT 13. Cockpit Doors -- LATCHED & LOCKED 14. GRS Safety Pin -- REMOVE & STOW 15. Aux Fuel Pump -- AS REQUIRED (Pump 2 ON for 914) WARNING Operation of the 912UL or 912ULS engine driven fuel pump combined with operation of the auxiliary electrical fuel pump during take-off and landing is not recommended. The combined pump output pressure has been observed to overcome the carburetor float valve fuel cutoff during turbulence, flooding the carburetor, preventing full power engine operation or may cause engine failure. The 914 fuel pump #2 should be ON for all takeoff or landings. Ensure that any loose items are secure before takeoff because these items may become a distraction or interference during acceleration if they are not stowed. Make a quick glance over the instrument panel to verify the correct readings: Compass- proper heading, Airspeed-0; attitude reference horizon-level; Altimeter-field elevation; Turn coordinator-erect; VSI-steady. Also ensure that the engine data values displayed on the EMS are within their respective tolerance ranges. Set the correct squawk code display and switch the transponder from ON to ALT. Move the trim control aft of center to aid in takeoff, and ensure the flaps are set at Takeoff (Stage 1). Ensure the flight controls are free and correct by systematically moving the control yoke to all positions. Hesitate at each position while verifying by observation that the flight surfaces on each sided of the airplane are responding correctly. Carefully remove the safety pin from the GRS activation handle. Stow it in a place where it can be easily reached after landing for securing it back into place. 1 Feb 11, Ch

82 Pilot Operating Handbook Section 4 TL3000 Sirius Normal Procedures Ensure the cabin doors are latched and locked. The red locking lever should be moved forward in an arc and stop at the forward position blocking the door release handle. Do NOT push down on the locking lever when it stops. The internal cam screw may shear and make the door difficult to reopen. Confirm the GRS safety pin has been removed so the system is armed. AIRSPEEDS FOR NORMAL OPERATION Maximum Demonstrated Crosswind Velocity: Knots Rotation.40 KIAS Takeoff (V LOF ) KIAS Climb: Normal (Increase as required for cooling): KIAS Best Angle of Climb (V X ): KIAS Best Rate of Climb (V Y ): KIAS Landing and Approach Speeds: Flaps: Full (Normal when landing is assured) KIAS Flaps: Full (V REF ) (Normal for all approaches) KIAS Flaps: Approach (Normal for all approaches). 60 KIAS Flaps: Takeoff (Normal for all approaches) KIAS Flaps: Up (Non-standard for approach or landing) KIAS Balked Landing / Go Around: Maximum Power, (Set Flaps during climbout):. (Transition to normal climb speed of 75 KIAS) Design Cruise Speed (V C ):... Maximum Structural Cruising Speed (V NO ):... Maximum Horizontal Flight Speed (V H ):... Maximum (Never Exceed) Speed (V NE ): KIAS KIAS 108 KIAS 119 KIAS 138 KIAS TAKEOFF 1. Flaps -- CHECK (Takeoff) 2. Throttle -- FULL 3. Rotate KIAS 4. Throttle -- MONITOR (5800 RPM maximum) 5. Climb KIAS 6. Flaps -- UP, AT 500 AGL When aligned with the runway heading and cleared for takeoff, smoothly apply full throttle and make a quick observation of the EMS system to ensure the engine data is normal. Abort the takeoff if the engine shows any sign of a malfunction or does not perform 1 Feb 11, Ch

83 Pilot Operating Handbook Section 4 TL3000 Sirius Normal Procedures as expected. As the airspeed reaches 45 KIAS, apply a small amount of back pressure to the control yoke. Do not attempt to pull the airplane off the ground by over-rotating or allow the airspeed to increase, which will cause the aircraft to wheelbarrow. The aircraft will rotate quickly and depart the runway. Then monitor a positive climb rate and allow the airspeed to increase to a normal climb speed of 75 KIAS. If necessary, climb at higher speeds to assure engine cooling. Do not exceed the flap airspeed limits. When clear of obstructions and above 500 Ft AGL, raise the flaps. If the flaps are extended more than the Takeoff setting (go around or missed approach) they may be moved to full up or down without hesitation from any setting as long as the flap airspeed limits are observed. Monitor the throttle at small angle propeller blade pitch settings to avoid an engine RPM over-speed. (max 5800 RPM for 5 min). CROSSWIND TAKEOFF Set crosswind controls while on the runway. When taking off in a strong crosswind, it is still advisable to use Takeoff flaps. Accelerate the airplane for takeoff as normal. The rudder is primarily for direction control; however, use the ailerons to assist in maintaining directional control by using full aileron deflection into the crosswind. As the aircraft accelerates, apply less and less aileron deflection. Accelerate slightly above normal takeoff speed and rotate the aircraft off the ground smoothly. As soon as a stabilized climb has been accomplished, the aircraft should be turned into the wind and a crab established to ensure a runway heading track for the climb-out flight path. SOFT FIELD TAKEOFF When taxiing over soft ground, keep constant back pressure on the control yoke to relieve stress on the nose strut. Set Approach flaps (Stage 2) before entering the runway. Maintain elevator back pressure, and when cleared for takeoff, add enough power to just get the airplane moving. As the airplane accelerates, smoothly add full power and aft control pressure. When elevator authority is established, raise the nose wheel off the ground. The intent is to become airborne at minimum speed but do not attempt to climb out yet. When the airplane becomes airborne, level the nose to remain airborne in ground effect and accelerate to Vx then move the flaps 1 Feb 11, Ch

84 Pilot Operating Handbook Section 4 TL3000 Sirius Normal Procedures to Stage 1 and climb accelerate to Vy if obstacle clearance is not required. At Vy continue normal climb-out procedures. CLIMB 1. Throttle -- SET TO FULL or 5500 RPM Maximum 2. Climb KIAS 3. Trim -- ADJUST AS NEEDED 4. EMS Data - CHECK 5. Aux Fuel Pump -- OFF (if used) After the flaps have been retracted, ease the throttle back to 5500 RPM when clear of obstacles and continue the climb out at 75 KIAS. Utilize the airplane s elevator trim to assist in maintaining proper climb attitude. Make a quick observation of the EMS data. The EMS system will illuminate to alert you by changing color if a preset limit has been exceeded. NOTE At high deck angles during the climb the fuel vents may become lower than the fuel level. If this occurs fuel will vent from either of the wing tip vents. Lower the nose and increase the climb speed or burn fuel from the venting tank. Maintain coordinated flight with the rudder to prevent yaw induced fuel venting. NOTE During operation in high ambient air temperatures or extended climb periods, the climb airspeed should be increased to allow ample cooling air to enter the engine which will prevent overheating and coolant loss. CRUISE 1. Throttle -- As Required 2. Trim -- LEVEL FLIGHT 3. Fuel Status -- MONITOR 4. EMS Data -- CHECK 1 Feb 11, Ch

85 Pilot Operating Handbook Section 4 TL3000 Sirius Normal Procedures Upon reaching the desired cruise altitude and airspeed, throttle back to RPM, (about 75% power). Trim the airplane for level flight and note the EMS data readings. Monitor the wing tanks during climb and cruise. During fuel tank changes operate the AUX fuel pump and monitor the fuel pressure to assure a safe change from one fuel source to the other. Turn the AUX pump off after a successful tank change. Select LEFT to supply the engine from the left wing tank and RIGHT to feed from the right tank. The fuel from either tank will gravity feed to either of the engine fuel pumps. Fuel management requires the source of the fuel in use be changed every 30 minutes during flight. Monitor the fuel conditions more often during traffic pattern operations or if a fuel Imbalance occurs. NOTE Rotax engine fuel mixtures will automatically lean during climb and enrich during descent. As a flight planning estimate for the 912ULS engine, assume 5 GPH fuel flow and 100Kts ground speed. Typical start to shutdown fuel flow should normally be less. Use about 75% power ( RPM) as a cruise power setting. (Fuel flow at idle RPM will be less than 1GPH.) For detailed engine data specific to your installation refer to the CD included with the aircraft which contains the Rotax Operator Manual. Due to wing dihedral, the fuel gauges will remain at 8 gallons full until the fuel tanks are about half quantity. At that time the tank will indicate an amount that is appropriate with the gauge graduations. The fuel gauges are accurate at the lower indications as long as the aircraft attitude is stable and without left or right yaw. A false indication of more fuel than actually on board will occur during climbs or if the wing (tank) is raised during a yaw. A false indication of less fuel than actually on board will occur during a descent or if the wing (tank) is lowered during a yaw. The gauge graduations are intentionally marked with a decreasing amount that is half the previous quantity but each mark is the same physical distance apart. So the fuel indication will be a non-linear change in the same period of time. The distance displaying 8 to 4 gallons is approximately one-half inch (4 gallons difference), the 1 Feb 11, Ch

86 Pilot Operating Handbook Section 4 TL3000 Sirius Normal Procedures distance to display 4 to 2 gallons is also one-half inch (2 gallons difference), and the gauge display from 2 to 1 gallon is the same one-half inch (1 gallon difference). Therefore the RED marked area at the bottom LAND ASAP fuel indication should be considered an emergency situation that allows very little time for action to get the aircraft on the ground before fuel exhaustion. UNUSEABLE FUEL NOTE During a fuel emergency it will be beneficial to slow the aircraft to best glide speed to obtain all possible useable fuel. Additional fuel MAY be available by placing the aircraft in a slight (DO NOT STALL OR SPIN THE AIRCRAFT!) yaw in order to elevate the feeding tank. Unusable fuel during cruise conditions has been tested during normal operations. The first indication of fuel starvation is a slight loss of fuel pressure. For example, if the pressure is normally 3.4psi, it may drop to 3.3psi, and then momentarily return to 3.4. Next the pressure will slowly drop from 3.4, descending slowly through.3,.2,.1 down to zero at about.1psi/second (depending on power setting). Tests have shown that operation at zero fuel pressure, although unlikely, is possible if the engine is consuming all fuel provided by the pump(s) but not enough additional fuel for the return system to allow pressure indications. The EMS system will alert yellow and then red; changing colors of the figures on the fuel pressure display as it descends through these limits. It will not indicate an alert during change in pressure within the normal, green, psi limits. Refer to this section and section 2 for the EMS settings for all engine parameters. If installed, the fuel flow system may be the first noticed indication of pressure loss. Fuel flow will become erratic and slowly descend into the appropriate color (yellow then red) for alert. Finally the fuel flow will start to increase and greatly accelerate to extreme high flow(s) as foamed fuel and air go through the sensor. The red alert for high fuel flow will also be displayed; possibly before the fuel pressure has reached the lower green limits. 1 Feb 11, Ch

87 Pilot Operating Handbook Section 4 TL3000 Sirius Normal Procedures TURBULENCE IN FLIGHT If turbulent air is encountered while in flight, slow the aircraft to below 86 KIAS, V A (maneuver speed) in order to ensure that the airplane s structural integrity is not compromised. When slowed to below V A, high G forces from turbulence or gusts will cause the airplane to stall before its structure is damaged. NOTE Flight in light turbulent air may subject fuel in the wing tanks to yaw moments that will move the fuel outboard away from the quantity indicator tubes causing lower than normal readings and may also result in fuel venting. BEFORE LANDING Prior to entering traffic pattern: 1. Harnesses -- SECURE 2. Airspeed KIAS 3. Fuel -- CHECK QUANTITY 4. Secure Loose Items 5. Aux Fuel Pump AS REQUIRED Prior to entering the traffic pattern, ensure that the seat belts and shoulder harnesses are secure, and verify the strobes lights are on. Slow the airplane to 75 KIAS by reducing the throttle and maintaining altitude. Verify that there is still ample fuel remaining in each wing tank. LANDING On downwind leg: 1. Throttle -- SMOOTHLY TO IDLE 2. Airspeed KIAS 3. Flaps -- Stage 1 4. Airspeed - 65 KIAS 5. Flaps - APPROACH (Stage 2) When established on downwind, maintain proper side offset distance from the runway by visually placing it on the airplane s wingtip. Reduce the throttle to IDLE when the aircraft is abeam the desired touchdown point. Continue to maintain pattern altitude until 1 Feb 11, Ch

88 Pilot Operating Handbook Section 4 TL3000 Sirius Normal Procedures reaching 75 KIAS. Select Takeoff, Stage 1, flaps and establish a steady heading and level attitude. As the airspeed reaches 65KTS set the flaps to Approach, Stage 2, and begin the base turn.. On base leg: 6. Airspeed KIAS 7. Trim -- ADJUST TO AFT When turning onto the base leg, at idle power, trim the airplane to maintain a steady descent at 55 KIAS. Use pitch to keep the airspeed stable. Observe the decent angle and make any required changes in pitch to maintain 55 KIAS in the decent. Half way through the base turn, the aircraft should be half way between the pattern altitude and the field elevation. On final approach: 8. Airspeed KIAS 9. Flaps -- FULL (Stage 3) if required 10. Trim -- AFT AS REQUIRED 11. Throttle IDLE (or as required) 12. Airspeed KIAS (on short final) 13. Touchdown -- MAIN WHEELS FIRST, NOSE HIGH 14. Braking -- MINIMUM NOTE All approach speeds assume correct air speed indication and do not allow for cross-wind or gust correction. Apply gust correction of half the gust factor to the selected approach speed. Once established on final approach, maintain 55 KIAS and set full flaps when the landing is assured with no increase in power. Adjust the trim as required; usually it will be in the full aft position. Very small adjustments of the throttle will result in larger changes to airspeed and descent rate. Us as little power changes as possible. When on short final, maintain 55 KIAS. Over use of the ailerons may increase the pilot workload. Try to minimize the aileron deflection and use more rudder control at low speeds. This will reduce the initial tendency to wing-rock on final. Decrease the descent rate as you enter ground effect. Continue to raise the nose throughout ground effect as the airspeed decreases. 1 Feb 11, Ch

89 Pilot Operating Handbook Section 4 TL3000 Sirius Normal Procedures Do not over rotate but touchdown at the lowest possible airspeed. Touchdown on the main wheels first. Continue to fly the elevator to keep the nose wheel off the runway as long as possible. At some forward CG settings, full flaps may hinder the nose from being held off the surface during the roll out. The nose wheel will then gently drop to the runway as the aircraft slows even more. Apply only as much braking as needed to stop in the remaining runway or the exit taxiway turn. If the AOA is not high enough (nose low) as the main wheels contact the runway, the nose wheel may drop to the runway due to the main wheels suddenly slowing the aircraft. For more information on landing pattern procedures, see Section 10. WARNING Heavy breaking may cause increased tire or brake pad wear and may result in a tire or brake line failure due to heat. Extended use of the brakes, even during long taxi operations may heat the brake system and result in loss of brakes due to overheating the system. CROSSWIND LANDING If a strong crosswind exists during landing, it is practical to use the minimum flap setting required for available runway. Maintaining runway centerline on final approach can be accomplished by the crab method, the wing-low slip method, or a combination of the two. However, when executing the flare, the best method is the wing-low slip method. After touchdown, maintain directional control with the rudder and aileron, and as the aircraft decelerates, gradually apply full aileron deflection into the wind. SOFT FIELD LANDING NOTE This procedure is not intended for short field operations. The only difference between a normal landing and a soft field landing is keeping the nose wheel off the runway surface for as 1 Feb 11, Ch

90 Pilot Operating Handbook Section 4 TL3000 Sirius Normal Procedures long as possible. To do this, float down the runway in ground effect rather than flaring to bleed off airspeed. This will decrease the sink rate to help prevent a hard landing. As the airspeed slows, flare just slightly enough to raise the nose wheel, but do not establish a high sink rate. Allow the airplane to settle to the runway. Do not allow the nose wheel to touch down on landing. This could result in the nose wheel digging into the soft runway and loss of aircraft control. Continue the landing roll, and as the airplane decelerates, allow the nose wheel to gently settle to the ground. Keep the elevator full aft during all operations. Use as little braking as necessary throughout the entire landing and taxi. If surface conditions are soft keep an ample amount of power to prevent the wheels from settling into the surface and bringing the aircraft to an early stop. SHORT FIELD LANDING NOTE This procedure is not intended for soft field operations. A short field landing is intended to reduce the landing roll to the minimum distance. Planning for the approach will begin prior to the final turn. The intent is to arrive at the touchdown point with as little energy as possible. To do this the aircraft speed must be reduced to the lowest practical approach speed for the existing aircraft weight and balance conditions. Contrary to some theories the aircraft should be flown at a slightly higher than normal approach angle not dragged-in at a low angle with a high power setting. On final establish the minimum safe approach speed and use the aircraft energy during the descent to maintain the approach speed. Attempt to control the approach angle and airspeed primarily with pitch, using only sufficient power to maintain a stable approach. This approach will result in a higher than normal descent rate and the descent must be absorbed with an increase in the AOA pitch angle at touchdown. The intent is to transfer the additional aircraft energy from the forward motion to a vertical lift component and touchdown with as little momentum as practicable. As the aircraft touches down, place the nose wheel on the runway and apply maximum braking. The flaps may be retracted during the roll out to place the maximum weight on the wheels. Keep the elevator full aft during all operations. Use maximum braking for the runway surface as necessary throughout the entire landing roll. 1 Feb 11, Ch

91 Pilot Operating Handbook Section 4 TL3000 Sirius Normal Procedures BALKED (GO-AROUND) LANDING 1. Throttle -- FULL 2. Flaps -- SET TO TAKEOFF (Stage 1) 3. Airspeed KTS, V X 4. Flaps -- RETRACT WHEN CLEAR OF OBSTACLES 5. Airspeed KTS, V Y If a go-around is executed, immediate full power should be applied, to establish a climb at V X with Stage 1 flaps. Completely retract the flaps after any obstacles are cleared and maintain a climb at V Y until re-establishing normal climb procedures. Establish full throttle prior to flap change. The aircraft will accelerate and climb at any flap setting until Takeoff flaps can be set and the drag from the flaps is reduced. NOTE Do NOT use runway ahead to roll-out while resetting the flaps. There are no checklist items to accomplish during takeoff or touch-and-go operations. Immediately establish full power to begin aircraft acceleration and then set Takeoff flaps during the stabilized climb out. AFTER LANDING 1. Flaps -- UP 2. Aux Fuel Pump -- OFF (if used) 3. Transponder -- STANDBY 4. Pitot Heat - OFF When exiting the runway, clear the entire aircraft beyond the runway hold line. After the aircraft is stopped or at a safe, slow taxi speed, retract the flaps and turn the transponder back to STANDBY. The transponder may be turned off if not required for ground operations. Turn off the pitot heat to prevent overheating. SHUTDOWN 1. Throttle IDLE 2. Transponder OFF 3. VHF Radio - OFF 4. GPS OFF 1 Feb 11, Ch

92 Pilot Operating Handbook Section 4 TL3000 Sirius Normal Procedures 5. Other Avionics -- OFF 6. Strobes OFF 7. Instrument Switch -- OFF 8. Main Switch -- OFF 9. Ignition Switches OFF (one at a time) 10. Fuel Valve -- OFF 11. GRS Safety Pin -- INSERT 12. Cabin Doors -- OPEN When ready to shut the engine down, turn off the GPS, the VHF radio, transponder and any other avionics. Turn the strobe lights OFF, and then the instrument switch OFF. Finally turn the main switch OFF. This process will prevent any unnecessary drain on the battery after the engine has stopped as well as avoid possible damage from electrical spikes. The process of shutting down the engine should be fluid and prompt. Confirm that the throttle is at IDLE, turn off the first ignition, and then the second in a step process. Now that the engine has stopped turning, turn the fuel valve to OFF NOTE A secondary check of the ignition system can be noted on alternate flights. This can be done by turning the 1 then 2 ignition switch off, alternating on the next shutdown with the 2 then 1 ignition switch off. A slight hesitation between each switch will allow the engine to stabilize at a lower RPM and confirm the ignition system. Do not remain at idle RPM on one ignition system for an extended time. Before moving about the cockpit and stowing the headsets, reinsert the GRS safety pin into the activation handle. When opening the cabin doors, reverse your method of the closing sequence. WARNING It is imperative that the GRS safety pin be reinserted into its respective locking position before the crew and passenger disembark the airplane in order to prevent an accidental firing of the rocket system. 1 Feb 11, Ch

93 Pilot Operating Handbook Section 4 TL3000 Sirius Normal Procedures SECURING THE PLANE 1. All Switches - OFF 2. Flaps -- UP 3. Vents CLOSED and TURNED DOWN 4. Cabin doors -- CLOSED and LOCKED 5. Wheels -- CHOCK 6. Tie Downs -- SECURE 7. Pitot Cover -- ON if required 8. Aircraft Cover -- AS REQUIRED Ensure the flaps are fully retracted before exiting the plane. Chock the wheels and tie down the aircraft as needed. If the plane is stored outside, be sure to cover the pitot tube to prevent any foreign objects or insects from clogging the openings. If necessary, place an airplane cover around the cabin for added protection. 1 Feb 11, Ch

94 Pilot Operating Handbook Section 4 TL3000 Sirius Normal Procedures (THIS PAGE BLANK). 1 Feb 11, Ch

95 Pilot Operating Handbook Section 5 TL3000 Sirius Performance SECTION 5 PERFORMANCE TABLE OF CONTENTS Page INTRODUCTION TAKEOFF DISTANCES RATE OF CLIMB CRUISE SPEED FUEL CONSUMPTION / ENDURANCE CRUISE POWER / CRUISE FUEL FLOW WEIGHT / RANGE WEIGHT / ENDURANCE POWER / SPEED / FUEL / RANGE CRUISE FLIGHT SPEED STALL SPEED TAKEOFF WEIGHT / RANGE TAKEOFF WEIGHT / ENDURANCE MAXIMUM RANGE ALTITUDE CONVERSION TABLE DENSITY ALTITUDE CHART DENSITY ALTITUDE 50% RELATIVE HUMIDITY DENSITY ALTITUDE NUMERIC TABLE FLIGHT ENVELOPE LANDING DISTANCES Feb 11, Ch 4 5-1

96 Pilot Operating Handbook Section 5 TL3000 Sirius Performance (THIS PAGE BLANK) 1 Feb 11, Ch 4 5-2

97 Pilot Operating Handbook Section 5 TL3000 Sirius Performance INTRODUCTION This section contains performance information pertinent to the intended use of the airplane. The information presented was based on sea level, standard conditions with the standard 912ULS engine. Operation at higher altitudes and temperatures will reduce all performance parameters. Performance data with the optional 914ULS engine will increase approximately 10%. See the Rotax CD for specific performance data. TAKEOFF DISTANCES (Sea Level) Takeoff Roll: 370 Ft. Takeoff Distance over a 50ft Obstacle: 1400 Ft. Take off performance figures are based on maximum power, Takeoff flaps, a dry hard surface runway and zero wind speed at standard conditions. Density altitude will increase ground roll, takeoff distance and ground speed in relationship to IAS. See attached charts, this section, for more detail. Distances on non-paved surfaces will increase about 10%; Other runway surfaces require the following correction factors: Increase time/distance by: On hard grass: +10% On short grass: +15% On high grass: +25% Wind influence: Headwind: Reduce distance by 10% with 5kt headwind Tailwind: Increase distance by 25% with 5 kt rear wind RATE OF CLIMB Rate of Climb: 910 FPM at 55Kts, V Y, Max power, Takeoff flaps CRUISE SPEED Design Cruise Speed: KIAS Maximum Cruise Speed: 119 KIAS (V H, max continuous power) FUEL CONSUMPTION / ENDURANCE (Sea Level) Sea Level: Maximum Power: 6.3 GPH (Fuel flow at cruise altitude will be less) Maximum Continuous Power: 5.8 GPH (Fuel flow at cruise altitude will be less) 75% Continuous Power: 5.1 GPH (Fuel flow at cruise altitude will be less) 1 Feb 11, Ch 4 5-3

98 Pilot Operating Handbook Section 5 TL3000 Sirius Performance Cruise Power / Cruise Fuel Flow Power RPM Fuel consumption 50 % Gph 75% Gph Max Continuous Gph Fig. 5-1 Weight / Range (NM) TO Weight 50% Power 75% Power Max Continuous 1320, (no reserve) Fig. 5-2 Weight / Endurance (Hrs) TO Weight 50% Power 75% Power Max Continuous 1320 (no reserve) Fig. 5-3 Power / Speed / Fuel / Range Conditions Economy Max Continuous Engine power (rpm) Airspeed IAS (Kts) Consumption (Gph) Range, (30 min reserve) (Nm) Fig. 5-4 Cruise Speed Maximum Maximum Regime Economy Cruise Continuous Take-off Time limitation unlimited unlimited 5 minutes max. Engine RPM Flight altitude (ft) IAS (Kts) IAS (Kts) IAS (Kts) Fig. 5-5 Stall speed Stall Speed Min Approach Speed Engine Condition Flaps IAS CAS IAS CAS power UP Idle (Kts) 43 (Kts) 45 (Kts) 55 (Kts) 58 Horizontal flight Take-off(10 ) Idle Approach(28 ) Idle Landing(45 ) Idle Fig. 5-6 NOTE: Conditions: Standard day and conditions, decreasing speed at 1 kt /sec into approach to stall. Onset of the stall will occur faster with drag from added flap extensions. The stall is indicated by aircraft nose pitching down; with minimised aileron defection the aircraft remains fully under control. Horizontal flight can be resumed without a significant altitude loss by an immediate application of full power. 1 Feb 11, Ch 4 5-4

99 Range (km Pilot Operating Handbook Section 5 TL3000 Sirius Performance TOW vs Range Power Ratio 60% Power Ratio 75% Power Ratio 100% TOW (kg) Fig. 5-7 NOTE: Conditions: Standard day and conditions, 1 Feb 11, Ch 4 5-5

100 Pilot Operating Handbook Section 5 TL3000 Sirius Performance Fig. 5-8 NOTE: Conditions: Standard day and conditions, 1 Feb 11, Ch 4 5-6

101 Pilot Operating Handbook Section 5 TL3000 Sirius Performance MAXIMUM RANGE Range: 790 NM (No Wind / 30 Minute Reserve / Standard Conditions) NOTE Maximum range cannot be obtained at high cruse power settings. For detailed engine data refer to the CD included with the aircraft which contains the Rotax Operator Manual. CONVERSION TABLE NOTE: The standard pressure of hpa is equal to inches of mercury DENSITY ALTITUDE Fig The following Density Altitude Charts can be used to determine density altitude from pressure altitude and temperature. Find the intersection of the vertical temperature line and the sloping pressure altitude line. Then move horizontally to read density altitude at the left side of the chart. Pressure altitude can be found by adding the pressure altitude conversion factor for the current altimeter setting to indicated altitude. 1 Feb 11, Ch 4 5-7

102 Pilot Operating Handbook Section 5 TL3000 Sirius Performance Fig Note the Standard Temperature line that crosses the intersections where Pressure Altitude and Density Altitude are equal. That's what you would expect in the Standard Atmosphere. You can see from this chart that, if the temperature is 8 o C above standard, the density altitude is about 1,000 feet higher. 1 Feb 11, Ch 4 5-8

103 Pilot Operating Handbook Section 5 TL3000 Sirius Performance Fig Feb 11, Ch 4 5-9

104 Pilot Operating Handbook Section 5 TL3000 Sirius Performance Ambient Air Temperature F C Pressure Attitude In Feet Extrapolated Density Altitude In Feet (200) (700) (1200) (1600) (100) (600) (1100) (500) Fig Feb 11, Ch

105 Pilot Operating Handbook Section 5 TL3000 Sirius Performance FLIGHT ENVELOPE 5 4 A D 3 2 Ude=49.2 ft/s Ude=24.6 ft/s n 1 0 EAS [knots] Ude=-49.2 ft/s Ude=-24.6 ft/s -2 G E -3 Fig NOTE: Conditions: Standard day and conditions, LANDING DISTANCES Landing Roll: NOTE: Conditions: Standard day and conditions, With Braking: 490 Ft, engine Idle, flaps Full, braking Full, runway Dry Paved, Without Braking (no further speed deceleration): 1200 Ft, engine Off (after touchdown), flaps Full, braking None, runway Dry Paved, Landing Distance Over a 50ft Obstacle: 1050 Ft, engine Idle, flaps Full, braking Full, runway Dry Paved, 1 Feb 11, Ch

106 Pilot Operating Handbook Section 5 TL3000 Sirius Performance (THIS PAGE BLANK.) 1 Feb 11, Ch

107 Pilot Operating Handbook Section 6 TL-3000 Sirius Weight & Balance Information SECTION 6 WEIGHT & BALANCE INFORMATION TABLE OF CONTENTS Page INTRODUCTION STANDARD INSTALLED EQUIPMENT LIST LIST OF ADDITIONAL INSTALLED EQUIPMENT AUXILIARY ITEMS WEIGHT & BALANCE AIRCRAFT WEIGHING PROCEEDURES DEFINITIONS WEIGHT AND BALANCE PROCEDURES EMPTY WEIGHT CENTER OF GRAVITY CALCULATIONS LOADED WEIGHT AND BALANCE CALCULATIONS CRITICAL LOADING CONDITIONS WEIGHT & BALANCE DATA WORKSHEET NOTES SAMPLE WEIGHT & BALANCE WORKSHEET MOMENT ARM DATA SHEET SAMPLE WEIGHT & BALANCE TEST DATA SPREADSHEET SAMPLE WEIGHT & BALANCE TEST DATA SPREADSHEET REPORT Feb 11, Chg 4 6-1

108 Pilot Operating Handbook Section 6 TL-3000 Sirius Weight & Balance Information (THIS PAGE BLANK) 1 Feb 11, Chg 4 6-2

109 Pilot Operating Handbook Section 6 TL-3000 Sirius Weight & Balance Information INTRODUCTION Section 6 contains the standard installed equipment list definitions and procedures pertaining to the weight and balance calculations for the airplane. STANDARD INSTALLED EQUIPMENT LIST: AIRSPEED INDICATOR (ASI) ALTIMETER (ALT) SLIP SKID INDICATOR VERTICAL SPEED INDICATOR (VSI), HOBBS METER (HOBBS) ROTAX RPM TACHOMETER (TACH) (RPM) MAGNETIC COMPASS (MC) AUTO PILOT SYSTEM MOUNTING BRACKETS AUXILIARY 12V POWER PORTS (2) AUXILIARY 12V EXTERNAL POWER CONNECTION AUXILIARY ENGINE FUEL PUMP (AUXP) CABIN HEAT SYSTEM EMERGENCY LOCATOR TRANSMITTER & AIRCRAFT ANTENNA (ELT) EMERGENCY LOCATOR TRANSMITTER PORTABLE ANTENNA EMERGENCY LOCATOR TRANSMITTER REMOTE CONTROL DISPLAY ENGINE CARBURETOR HEAT SYSTEM FIRE EXTINGUISHER FUEL SIGHT GAUGES FUEL SELECTION VALVE GROUND ADJUSTABLE PROPELLER LANDING LIGHT PARACHUTE SYSTEM (GRS) 4POINT SAFETY HARNESSES (2) LIST OF ADDITIONAL INSTALLED EQUIPMENT: Feb 11, Chg 4 6-3

110 Pilot Operating Handbook Section 6 TL-3000 Sirius Weight & Balance Information AUXILIARY ITEMS: The following items are included with the aircraft. 1. FAA / ASTM documents (Airworthiness / Operation Limits, FAA ; Registration, FAA ; ASTM Conformance, FAA ; Current Weight & Balance Data) 2. Aircraft POH 3. Aircraft AMM 4. Aircraft / Engine / Propeller logs 5. Aircraft Equipment Data Manuals 6. Instrument Data Manuals 7. Rotax Engine Data CD 8. Extra Key 9. Miscellaneous Tools & Supplies WEIGHT & BALANCE All aircraft are structurally and aerodynamically engineered for certain load conditions (including safety factors) which result from specific weights and forces anticipated to occur during normal operations within the specified flight envelope. An aircraft s handling qualities and structural integrity may be seriously compromised if the weight and balance limits are exceeded in any operations. It is the pilot s responsibility to make sure the weight and balance limits are not exceeded as to weight, its location, distribution and security prior to any flight. AIRPLANE WEIGHING PROCEDURES 1. Preparation: a. Inflate tires to recommended operating pressures. b. Raise flaps to the fully retracted position. c. Place all control surfaces in neutral position 2. Levelling: a. Level the aircraft so that the bottom of the cabin door sills are level, this approximates level flight conditions. b. If blocks are required under the tires for levelling, include them in the total weight but remove their weight as tare items. c. Drain all but unusable fuel from both tanks. The electric aux fuel pump may be used to remove the last few gallons. When the pump cavitates, 1 Feb 11, Chg 4 6-4

111 Pilot Operating Handbook Section 6 TL-3000 Sirius Weight & Balance Information the remaining fuel is unusable. The unusable quantity will be about 2 USG. 3. Weighing: a. Use calibrated scales, zero with tare weight installed. b. Complete weighting procedures in an enclosed area to prevent wind from affecting the process. c. Cabin doors may be open or closed. 4. Measuring: 5. Record the values of each wheel load and enter into the weight & balance worksheet, see figure 6.2, this section. DEFINITIONS Empty Weight: The actual weight of the individual aircraft, including the structure, power plant with oil/coolant, fixed equipment, any fixed ballast, and unusable (inflight) fuel. Original Empty Weight is determined by actually weighing each new aircraft before it is flown. Any time a major alteration (WHICH MUST BE APPROVED IN WRITING BY THE MANUFACTURER, see TL form (337) 2245, modification or repair is performed on the aircraft, a new Empty Weight must be determined by either weighing the aircraft again, or by accurate calculation of the weight changes and their effect on Empty Weight Center of Gravity (EWCG) location. Major alteration or modification results from the addition, deletion, or redistribution of existing equipment and accessories, or from a repair which results in a significant increase of weight of the airframe or engine. For example, addition of/or removal of instruments, radios, floats, skis, battery, painting or engine modification/change, Maximum Gross Weight: The maximum total weight for which an aircraft s structure and performance have been approved for normal operations by its manufacturer. It is the maximum weight (Empty Weight plus useful load) at which an aircraft can be safely operated. Maximum Takeoff Weight must never exceed the Maximum Gross Weight. Useful Load: The difference between the maximum ramp weight and the basic empty weight. Maximum Ramp Weight Basic Empty Weight = Useful Load The total amount of weight available for pilot, passengers, baggage, and in-flight usable fuel. 1 Feb 11, Chg 4 6-5

112 Pilot Operating Handbook Section 6 TL-3000 Sirius Weight & Balance Information Maximum and Minimum Weights: Due to certain balance, structural and aerodynamic considerations, the manufacturer specifies maximum, or minimum, weights for certain locations on the aircraft. For example, the pilot s minimum and maximum weight may be specified for all, or only for some operations. The same is true for baggage, cargo, fuel, and any other disposable or variable load. Center of Gravity (CG): A point along an aircraft s longitudinal axis at which all the loads and forces are perfectly concentrated and balanced. It is computed by dividing the total moment by the total weight of the airplane. Its distance from the reference datum is found by dividing the total moment by the total weight of the airplane. (Total Moment / Total Weight = Center of Gravity) Center of Gravity Range: The horizontal distance, along an aircraft s longitudinal axis, within which an aircraft has been found to be fully maneuverable at all specified design speeds, weights and loading configurations. All aircraft are designed operate within a specific CG range. Maximum Forward and Maximum Aft CG Locations: Every aircraft has specified a forward most and rear most CG location, along its longitudinal axis. These CG location limits are given from a convenient reference (Datum Plane) on the aircraft. Datum: A convenient vertical reference plane along the longitudinal axis of an aircraft from which all horizontal measurements are taken. Weight: Actual individual weight of each item such as airframe, persons, fuel, baggage, cargo, etc. in pounds or kilograms. Arm: The horizontal distance expressed in inches from the reference datum plane to the (CG) of an item or location along the fuselage. NOTE Units of measurements and weights must be consistent for each set of calculations and in the same system of units, i.e., pounds and inches, or kilograms and centimeters. Moment: The product of the weight of an item multiplied by its arm. (Weight x Arm = Moment) Installed Equipment: All optional accessories and equipment permanently installed on an airframe or engine at the time of weighing. These items must be included in the Installed Equipment List. Additions and deletions are noted in the list each time 1 Feb 11, Chg 4 6-6

113 Pilot Operating Handbook Section 6 TL-3000 Sirius Weight & Balance Information they are made and new Weight and Balance calculations performed to determine the magnitude and effect of weight change. Ballast, if permanently installed, must also be listed. Ballast: A specific amount of weight attached in a specific location, which can be temporarily or permanently installed in an aircraft, to help bring its (CG) within the required limits. If temporary ballast must be used for certain operations, the exact amount and its location must be placarded on the instrument panel within clear view of the pilot. The use of Ballast increases Empty Weight and reduces Useful Load. Loading Chart: Used to calculate the actual (CG) location of a ready to fly aircraft. Care must be taken not to exceed the Maximum/Minimum Weight and Balance Limits stipulated for the aircraft. These limits are determined by structural, stability and control considerations throughout the aircraft speed range. WEIGHT & BALANCE PROCEDURES All permanent equipment, options, and accessories should be installed on the aircraft prior to weighing. All equipment options and accessories installed in the aircraft must be listed on the Installed Equipment List inkling any additions or deletions. That list becomes part of Weight and Balance Documents. Be sure to remove any loose equipment, tools, etc. from the aircraft prior to weighing. Sometimes it is necessary to adjust or reduce fuel, cargo, or passenger weights to remain at or below Maximum Allowable Gross Weight. Temporary or permanent ballast is sometimes necessary to bring the CG within specified limits. However, the Maximum Allowable Gross Weight should not be exceeded under any circumstances The fuel tanks should be empty except for unusable fuel. If the fuel tanks are not empty, then the exact amount of usable fuel in the tank must be determined. Usable fuel weight and its moment must be deducted from the Empty Weight calculations before EWCG can be accurately determined. Oil and coolant tanks and reservoirs must be properly serviced before weighing. These and any other liquids necessary for normal operations are considered part of an aircraft s empty weight. If weighing is done outdoors, make sure there is no wind to affect the weight measurements. For best results, weigh indoors. The scales must be calibrated correctly and must be set on level ground. 1 Feb 11, Chg 4 6-7

114 Pilot Operating Handbook Section 6 TL-3000 Sirius Weight & Balance Information Any equipment placed on the scales when weighing the aircraft, such as chocks or blocks, should be weighed separately and the weight deducted from the scale reading. These weights become Tare and should be noted for reference, if necessary. Measurements for the exact horizontal distance from Datum plane to center of standard loads are recorded as arms (measurements) on Empty Weight and Balance Calculations Figure 6.1. The aircraft must be weighed in a level flight attitude, both longitudinally (front to back) and laterally (side to side), as shown in the Sample Weight and Balance Work Sheet. Figure 6.2 Place a scale under each wheel of aircraft for each weighing. If only one scale is used, be sure to level the wheels not being weighed before taking the scale readings. Remember, the aircraft must be in proper level flight attitude to ensure accuracy. The bottom of the door sills should be level during all weight and balance testing. 1 Feb 11, Chg 4 6-8

115 Pilot Operating Handbook Section 6 TL-3000 Sirius Weight & Balance Information EMPTY WEIGHT CENTER OF GRAVITY CALCULATIONS Complete each horizontal line of calculations by multiplying Weight from the scale by the Arm to find the Moment. Total the Weight and Moment columns. Divide the Total Empty Moment by the Total Empty Weight to determine the Empty Weight CG location, from the Datum plane In the example of Figure 6.1, the EWCG is inches aft of Datum. This distance is also known as the Empty Weight Arm. Typical empty weight calculations for the Sirius aircraft ITEM WEIGHT ARM MOMENT NOSE WHEEL LEFT GEAR RIGHT GEAR TOTALS Therefore the typical aircraft Empty Weight Center of Gravity (EWCG) Location = (Total Moment) / 753(Empty Weight) = inches aft of Datum Plane Figure 6.1, Example of Initial Empty Weights LOADED WEIGHT AND BALANCE CALCULATIONS Complete the Loaded CG calculations as was done in the Sample Weight CG Chart. The Empty Weight, the Empty Weight Arm, and the Empty Moment are shown in the Loading Chart Weight and Balance Work Sheet. Write in the actual Fuel weight for each tank location for your aircraft load condition. Fuel weight is calculated at 6 pounds per U.S. gallon. The maximum weight for the fuel tanks at 32 gallons is 192 pounds. Multiply the fuel weight times the Arm shown in each row to obtain the moment for fuel load. 1 Feb 11, Chg 4 6-9

116 Pilot Operating Handbook Section 6 TL-3000 Sirius Weight & Balance Information Write in the actual weight of the crew (Pilot and Co-Pilot), in the case of two occupants. Be sure not to exceed the individual maximum recommended weights for the seat load. Multiply the occupant weight times the Arm shown in each row to obtain the moment for each seat location. Write in the actual weight of the baggage in the, pilot side storage, copilot side storage and aft baggage area. Multiply the total baggage weight times the Arm shown in the row to obtain the moment for the baggage. Total the weights, including the empty aircraft weight which should not exceed 1320 pounds. (or 1430 pounds for seaplanes) Total all the moments, including the empty aircraft moment. Divide the total moment by the total weight. This is the current CG which should be between 74.1 to 79.3 inches from the Datum plane for the aircraft to be within its weight and balance for this flight loading. An allowance for error of 1.5% is included in the Figure 6.2 when the pilot must estimate weights during normal operations. Complete this chart for each of critical test loading conditions to be sure that your final Loaded CG position falls within the allowable CG limits, at all times, for all operations. CRITICAL LOADING CONDITIONS Each of the following eight critical loading conditions should be investigated for each individual aircraft, along with any other possible loading condition which may affect the Weight and Balance envelope of the aircraft. This is particularly important for aircraft operation close to the CG limits. Be sure the maximum individual location weight limits and the Gross Weight are not exceeded at any time. Be sure all loaded items are placed in approved locations aboard the aircraft. 1. Maximum Pilot + Co-Pilot Weight, with: a. Full Usable Fuel, Maximum Baggage b. Full Usable Fuel, Zero Baggage c. Zero Usable Fuel, Maximum Baggage d. Zero Usable Fuel, Zero Baggage 1 Feb 11, Chg

117 Pilot Operating Handbook Section 6 TL-3000 Sirius Weight & Balance Information 2. Minimum Pilot Weight, with: a. Full Usable Fuel, Maximum Baggage b. Full Usable Fuel, Zero Baggage c. Zero Usable Fuel, Maximum Baggage d. Zero Usable Fuel, Zero Baggage An aircraft log book entry should be made whenever a Weight Balance calculation is performed, indicating date, and nature of change, results and name of person performing the calculation. (An entry moment arm is included in the sample should any changes be made to the instrument panel engine or propeller.) This documentation of this W&B calculation, in its entirety, becomes a part of the Aircraft Legal Documents. It must be kept aboard the aircraft and made available for inspection upon request. WEIGHT & BALANCE DATA WORKSHEET NOTES 1. Datum Plane: Forward face of the engine propeller flange. NOTE The use of this data plane will result only in positive moment arms unless a change in the propeller is involved. 2. Maximum Forward CG Limit: 74.1 inches aft of Datum 3. Maximum Aft CG Limit: 79.3 inches aft of Datum 4. Maximum Gross Weight: 1320 pounds 5. Maximum Seat Load (each): 250 pounds 6. Minimum Pilot Weight: 100 pounds 7. Maximum Fuel Weight: 192 pounds (Not including unusable fuel.) 8. Maximum Baggage Weight: 75 pounds The following pages are work sheet and spreadsheet examples that will print front to back for copying convenience. 1. The figure 6.2 is a worksheet used to manually enter data for weight and balance operations after initial EWCG conditions are established. The form is blank but it requires that the current EWCG data be previously entered from the latest weight and balance information. 2. If scales are not available at the aircraft location, the pilot may estimate the individual weights at each loading condition and use figure 6.3 (prints on the back of 6.2) to determine the moment arms from the weights and their location 1 Feb 11, Chg

118 Pilot Operating Handbook Section 6 TL-3000 Sirius Weight & Balance Information in the aircraft. The pilot must do a weight and balance analysis for every flight to assure that the aircraft is properly loaded. Figure 6.4 is a printout of an Excel database that is available to the pilot. The result of accurate weight entries will produce the correct mathematic solutions for all moment arms. Use of this program will display the following solutions. 1. The data requires that the current EWCG data be previously entered from the latest weight and balance information. 2. The calculated weight will be displayed as OK or Over Weight depending on the individual entries. The available additional weight or over weight amount is also displayed. 3. The calculated CG for the given conditions will be displayed as Within Limits or Out of Limits from the individual data entered. 4. Using the selected crew weights, the first four adverse tests are completed. This allows the pilot to see if additional fuel or baggage can be installed and remain within the CG limits during the flight even if total fuel exhaustion occurs. The crew weights are also used to assure that the aircraft will remain within CG even if the baggage is removed in flight. 5. Eight other test results are shown which include a combination of maximum and minimum crew loads with maximum and minimum fuel or baggage loading. 6. The back side of the form (Figure 6.5) will print a detailed analysis of the results from each of the twelve possible extreme loading conditions. Each result is printed on the appropriate location on the front of the form. NOTE Any change to the EWCG of the aircraft will invalidate the data of the Excel program. As with any change to the aircraft basic, the Excel sheet must be updated at the same time or the results displayed will not be correct. An alternate method of CG calculations is presented in the Aircraft Maintenance Manual which uses the leading edge of the wing as the data plane. This method creates both positive and negative moment arms and is therefore subject to additional scribner errors. Either method is acceptable. 1 Feb 11, Chg

119 Pilot Operating Handbook Section 6 TL-3000 Sirius Weight & Balance Information TL3000 Sirius SAMPLE WEIGHT & BALANCE WORK SHEET Note: Level the bottom of the door frame for W&B. Figure Feb 11, Chg

120 Pilot Operating Handbook Section 6 TL-3000 Sirius Weight & Balance Information TL3000 Sirius MOMENT ARM DATA SHEET Figure Feb 11, Chg

121 Pilot Operating Handbook Section 6 TL-3000 Sirius Weight & Balance Information WEIGHT & BALANCE TEST DATA SPREADSHEET Figure Feb 11, Chg

122 Pilot Operating Handbook Section 6 TL-3000 Sirius Weight & Balance Information WEIGHT & BALANCE DATA SPREADSHEET REPORT Figure Feb 11, Chg

123 Pilot Operating Handbook Section 7 TL-3000 Sirius Aircraft & System Descriptions SECTION 7 AIRPLANE & SYSTEMS DESCRIPTIONS TABLE OF CONTENTS Page INTRODUCTION AIRFRAME FLIGHT CONTROLS TRIM SYSTEM GROUND CONTROL INSTRUMENT PANEL WING FLAP SYSTEM LANDING GEAR SAFETY HARNESSES ENGINE ENGINE CONTROLS ENGINE INSTRUMENTS ENGINE OIL SYSTEM IGNITION-STARTER SYSTEM AIR INDUCTION & EXHAUST SYSTEM CARBURETOR SYSTEM PROPELLER FUEL SYSTEM CABIN HEATING AND VENTILATION BRAKE SYSTEM ELECTRICAL SYSTEM AND INSTRUMENTS CIRCUIT BREAKERS AND FUSES LIGHTING SYSTEM PITOT-STATIC SYSTEM AND INSTRUMENTS AIRSPEED INDICATOR ALTIMETER VERTICAL SPEED INDICATOR AVIONICS EQUIPMENT TRANSPONDER GLOBAL POSITIONING SYSTEM Feb 11, Chg 4 7-1

124 Pilot Operating Handbook Section 7 TL-3000 Sirius Aircraft & System Descriptions (THIS PAGE BLANK) 1 Feb 11, Chg 4 7-2

125 Pilot Operating Handbook Section 7 TL-3000 Sirius Aircraft & System Descriptions INTRODUCTION Section 7 describes the different systems specific to the Sirius. Some equipment described in this section may be optional and will not apply to all serial numbers. AIRFRAME The Sirius is a carbon-composite, high-wing, single-engine, two-seat LSA aircraft. The fuselage is laminated and, in some areas, is sandwiched foam that allows for good structural integrity at a nominal weight. The largest sections of this material are the fuselage section, wings, rudder, and the horizontal stabilizer with the elevator. The cabin compartment is arranged as a side-by-side two-seat configuration with flight controls for both crew positions. The cabin windows are constructed of Plexiglas. The cabin doors are framed with fiberglass and pivot on two overhead hinges, each door is fastened by a spring latch at the bottom and two manually operated lock pins at the forward and aft center of each door jamb. The engine is fastened to a six point rubber-damped cradle mount that is secured at the stainless steel firewall by four attach points with rated steel bolts. The wings are attached to the fuselage at two spar carry-through locations. Structural bolts assume all torsion and shear loads at the fuselage. The wing strut is an integral part of the triangulation load carrying capacity of the wing spar. The hinged ailerons and normal flaps are affixed to the aft spar of each wing. The flaps are attached by five hinges that allow the flap to rotate down to change the lift and drag characteristics of the wing when extended and align with the wing chord when retracted. The empennage section is made up of the vertical stabilizer with the rudder and the horizontal stabilizer with the elevator. The vertical stabilizer is molded as a part of the fuselage section. The rudder is attached to the vertical stabilizer by slide-on pins and a rod that runs down the leading edge of the rudder, through ball bearing races, which connects to the rudder control cables. The horizontal stabilizer is attached to the fuselage section by two horizontal guide pins and a single vertical steel bolt. The elevator is affixed to the horizontal stabilizer by five bolted pivot points. 1 Feb 11, Chg 4 7-3

126 Pilot Operating Handbook Section 7 TL-3000 Sirius Aircraft & System Descriptions FLIGHT CONTROLS The aircraft s primary flight control system consists of two ailerons, a rudder, and the elevator. The aileron and elevator control surfaces are mechanically linked to two manually-operated control yokes by a series of ball bearing push rods. The rudder is manually operated by steel control cables linked to the foot pedals. The elevator control push rod is attached to the control yokes by a series of ball bearing push rods. An adjustable trim tab is attached externally aft of the left elevator. TRIM SYSTEM The rudder and right aileron are equipped with fixed, ground-adjustable trim tabs. The elevator has an in-flight, adjustable trim tab that is connected to a control lever in the cockpit by a series of cables and push rods. By moving the trim lever forward, the aircraft nose will trim down, and by moving the lever aft, the nose will trim up. GROUND CONTROL Maintaining positive ground control is accomplished through a combination of differential brake steering and rudder usage. Nose wheel steering is by two brake pedals connected to each of the rudder pedals to either side of the forward cockpit floor. The rudder pedals are not directly linked to the nose gear, rather they deflect the nose direction of turn by pulling on springs that are attached to the gear strut. The rudder and nose wheel steering operate as follows: to turn left, fully depress the left rudder pedal and if required then the left brake pedal, and to turn right, fully depress the right rudder pedal and if required then the right brake pedal. This movement also deflects the rudder to the left and right assist in directional control of the aircraft with minimum braking and at higher than taxi speeds. Power will be required if the brake is needed for the turn. Remember the brake also slows the plane taxi speed. So an immediate turn from full stop will require some forward movement to begin the turn or a high rpm to overcome the brake drag. Moving the aircraft by hand is most effectively accomplished by a tow bar attached to the nose wheel for guidance and pulling or pushing on the hub of a propeller blade where it passes into the spinner. The two-piece tow bar is not intended to be used with mechanical towing equipment or tugs. If a tow bar is not available, the aircraft may be turned by pressing down on the upper leading edge of the vertical stabilizer on the aft fuselage. This will raise the nose wheel off the ground allowing the aircraft to be rotated around the main 1 Feb 11, Chg 4 7-4

127 Pilot Operating Handbook Section 7 TL-3000 Sirius Aircraft & System Descriptions gear axis. Use caution not to add point loads to the aft fuselage where your elbows push down against the aircraft skin. Nose gear angle limits are approximately 10 degrees left and right. CAUTION Do not sit on the horizontal stabilizer to lift the nose. INSTRUMENT PANEL The instrument panel for the Sirius is arranged to suit the pilot s needs. The specific instruments and/or the configuration in which they are arranged may vary slightly from aircraft to aircraft. The magnetic compass is centered on top of the glare shield forward of the utility tray. Ten electrical system switches are located on the overhead panel above the windshield. From left to right the first two are marked (IGN1, IGN2), the ignition switches. Next is the (MAIN) main electrical system circuit breaker switch or CBS, then the (INST) avionics/instrument CBS, then the (STRB) strobe light CBS, then the (LAND) landing light CBS, then the (PTOT) pitot heat CBS, an (XTRA) extra or spare CBS if unused, then the (CKLT) cockpit light CBS and the unguarded (AUXP) auxiliary engine fuel pump CBS. The aux fuel pump will always be located on the last right position and will be unguarded for immediate access. All Sirius aircraft will have this aux pump switch arrangement. Pilot side panel: Sirius flight instruments are arranged in the basic T configuration on the pilot (left) side of the aircraft. Exceptions can include the absence of a particular instrument or a variation in the order of the instruments at customer request. Installed round dial flight instruments will be arranged in the following configuration (starting from the pilot-side top left): airspeed indicator (ASI), attitude indicator (ADI), altimeter (ALT). The second row from the left contains, turn coordinator (TC), tachometer (TACH), and vertical speed indicator (VSI). This panel will also have various placards and may also include a slip-skid indicator and autopilot servo switch. The forward windshield defog lever is located to the left of the pilot side panel Multiple glass cockpit (EFIS and EMS) installations are common in lieu of the above round dial setup. EFIS or EMS manuals will be provided as a part of the aircraft documents. Please see the manufacturer s manuals for setup and operation when they are installed. 1 Feb 11, Chg 4 7-5

128 Pilot Operating Handbook Section 7 TL-3000 Sirius Aircraft & System Descriptions Center panel: The avionics stack is located on the center instrument panel. This area includes the GPS, VHF radio, and transponder. The following items are installed vertically along the left side of the panel: (STRT) starter push button, a red LED low voltage (battery discharge) indication, a green LED auxiliary fuel pump ON indication, a yellow pitot heat ON indication and the remote ELT control with an LED status display. Lower Center Panel: Below the center panel are the flap selector, position indicator, the fuel selector shut-off valve cabin heat control knob, and the choke enrichment knob. Directly to the left is the parachute system arm and deployment handle. Two 12V outlets are located outboard and forward of each seat. Co-Pilot Panel: Located on the co-pilot s panel are the Hobbs meter, the intercom control, circuit breakers, as well as standby analog instruments when electronic EFIS or EMS systems are installed. WING FLAP SYSTEM The aircraft utilizes standard-type flaps that are activated by a four-position electric controller positioned in the lower panel ahead of the crew seats. The control panel also contains a flap position indication and a switch to set the flaps to any manually selected deflection or allow flap movement to any of four automatic pre-programed settings (Up-Takeoff-Approach-Land). In the automatic position the flaps are moved to any position by depressing or raising the flap toggle switch once. The flaps will then move to the preprogramed next up or down position. It the switch is moved up or down more than once the flaps will move to the corresponding flap position determined by the number of activation movements and in the direction of the switch deflection(s). So if the flaps are UP, two down movement of the switch will position the flaps to the second deflected extension. Two deflections of the switch up will return the flaps to the UP position. Any direction or number of switch activations is acceptable. The flap speeds and minimum aircraft speeds should be observed during all flap operations. The manual position is not normally used unless the auto position in not operational. Any intermediate setting is possible with the manual switch. The flaps will move to any non-programmed settings as long as the flap toggle switch is held up or down. 1 Feb 11, Chg 4 7-6

129 Pilot Operating Handbook Section 7 TL-3000 Sirius Aircraft & System Descriptions LANDING GEAR The landing gear is a fixed, tricycle type with a brake steerable nose gear and two main landing gears. Shock absorption for the nose wheel is provided by a spring and rubber strut cylinder. The main landing gear strut is made of multilayer composites that provide spring action and structural support. Hydraulically-actuated brakes are attached on each main landing gear wheel. The wheel brakes are operated by toe pedals attached to the tops of the pilot and copilot rudder pedals. The left toe pedal will actuate the left main landing gear brake and the right toe pedal will actuate the right main landing gear brake. With the left brake pedal depressed, a valve may be turned to lock the brake pressure to the wheel creating a parking brake. This valve is located outboard and forward of the pilot seat near the cockpit floor. SAFETY HARNESS Each seat in the aircraft is equipped with a four-point inertia reel safety harness. Each of the shoulder harnesses is latched to a single strap that extends aft over the rear baggage area and secured at a bulkhead station point. The outboard lap belt is secured to the outboard rear bulkhead, and the inboard lap belt is secured to the center bulkhead. The right shoulder harness is attached to the right lap belt and the left shoulder harness is attached to the left lap belt. One main latch or buckle secures the entire harness as it fastens the two lap belts together. To use the safety harnesses, insert the main latch and then adjust the lap belts. After the lap belts have been properly fitted, adjust the shoulder harnesses. To release the main latch, simply pull up on the release lever and the harness will unlatch. ENGINE The engine and all accessories are enclosed within upper and lower removable cowlings. Due to the airflow design surrounding the engine during normal operations the temperature of the composite cowling is approximately the same as any other portion of the aircraft fuselage exposed to the sun. The aircraft is powered by a Rotax 900 series engine which is normallyaspirated, liquid/air-cooled, gear-reduced drive, dual carburetor-equipped, fourcylinder, four-stroke, horizontally-opposed. The main accessories associated with the engine include an electric starter, internal alternator with a voltage regulator, dual carburetors, dual electronic ignition modules, and the engine driven fuel pump. The crankcase is internally cooled by engine oil. The cylinder 1 Feb 11, Chg 4 7-7

130 Pilot Operating Handbook Section 7 TL-3000 Sirius Aircraft & System Descriptions heads are cooled externally by flowing air, as well as internally by circulating coolant. WARNING The Rotax 900 UL series engines are not certified. Even though the quality of assembly is of the highest priority to Rotax, failure of the engine may occur at any time. The pilot assumes full responsibility for engine continued operation and at any time may be required to fly the airplane, gliding without engine power, to land safely in a predetermined selected area. ENGINE CONTROLS The throttle controls the engine s manifold pressure, and is located on the middle console between the two crew positions. As the throttle is advanced forward, or opened, more fuel and air will be provided to the engine. As the throttle is moved aft, or closed, less fuel and air will be provided for the engine. The throttle is at the idle position when the lever is completely aft, or closed. If the engine is operating or the throttle is moved to the idle stop do not pull aft hard on the throttle lever or the engine idle stop may be damaged. ENGINE INSTRUMENTS The Engine Information System (EMS) is the primary display for monitoring engine operation. The EMS displays the following data: RPM, manifold pressure, fuel pressure, oil temperature, oil pressure, 2 cylinder head temperatures, 4 exhaust gas temperatures, voltage, elapsed engine time, and total engine time. Individual input parameter limitations are preprogrammed into the system. If any of these limits are exceeded, the EMS will alert with an appropriate illumination, yellow for caution, red for warning. See the EMS manufactures manual and Section 2 for specific details. NOTE A difference of as much as 200 RPM can exist between the Rotax analog tachometer and the RPM indication on the EMS. The EMS digital RPM readout is more accurate and should be relied upon when in doubt. ENGINE OIL SYSTEM The components of the oil system include: the reservoir tank, thermostat, radiator cooler, engine-driven pump, filter and the crankcase. Oil is introduced into the system via a cap at the top of the oil reservoir tank. The engine driven pump 1 Feb 11, Chg 4 7-8

131 Pilot Operating Handbook Section 7 TL-3000 Sirius Aircraft & System Descriptions draws (low pressure vacuum) the oil from the reservoir, through the oil cooler via the thermostatic bypass into the pump. Then the oil temperature and pressure is sensed and the oil is forced into the oil filter. From the filter the oil enters into the crankcase oil galleries for engine lubrication where it then drains into the crankcase. Blow-back pressure leaks from the piston-to-cylinder wall and pressurizes the crankcase which forces the oil back to the reservoir, and the process repeats itself. An over flow line is provided from the reservoir tank. Refer to Section 9 for checking and servicing the oil. IGNITION-STARTER SYSTEM Two electrical ignition modules and two spark plugs per cylinder provide engine ignition. Each ignition module fires the top plugs for one side of the engine and the lower plugs for the opposite side of the engine. Two ignition switches are incorporated into the system. They provide a means of activating and deactivating, or grounding, the two ignition modules. These switches may also be used by the pilot in isolating engine deficiencies. Starter operation is controlled by a momentary-on push button. If the MAIN switch is ON the starter solenoid is then energized, which in turn activates the starter to rotate the engine. Low battery power may not allow the starter to spin the engine fast enough to active the ignition systems. See the Rotax engine manuals for detailed specifications. Newer engines may incorporate the Soft Start module which may require a variation to the starting procedure. See the Rotax engine manual included in the aircraft documents for further instructions. AIR INDUCTION & EXHAUST SYSTEM Air for induction is not ducted or baffled into each carburetor. Rather, the carburetors receive tempered air that has flowed around the engine after that entering the cowling through two air intakes located behind the prop. An air filter is attached to each carburetor where air is drawn into the induction system. After being mixed with fuel in the carburetors, the fuel/air is then sent through the engine intake manifolds into the cylinders for combustion. The carburetors are not mechanically connected, so the engine can be described as two engines sharing one crankshaft. The exhaust system for the aircraft is made up of four exhaust manifolds, a muffler, and an exhaust pipe. After the cylinders complete the exhaust stroke, the mixture is expelled through manifolds into a muffler and finally out through an exhaust pipe that extends downward from the engine cowling on the lower left 1 Feb 11, Chg 4 7-9

132 Pilot Operating Handbook Section 7 TL-3000 Sirius Aircraft & System Descriptions side of the cowling. This is also the location that all the cooling air from the engine cowling is expelled. CARBURETOR SYSTEM The aircraft s Rotax engine is equipped with two horizontally-mounted, floatbowl type, fixed jet, self-leaning carburetors. The right carburetor fuels the right side of the engine and the left carburetor fuels the left side of the engine. Each carburetor is controlled be a stainless steel cable that is attached the throttle lever in the cockpit. The purpose of the carburetors is to mix air and fuel for combustion in the engine. Air from inside the cowling is drawn into each carburetor where a fuel jet orifice sprays (atomizes) the fuel bringing the mixture to a combustible ratio. After mixing, the fuel/air mixture is drawn to each cylinder for combustion. Both carburetors contain a rubber diaphragm that self-leans the mixture as sensed (density) altitude increases. As air pressure changes, the diaphragm moves a piston controlling the amount of fuel/air sent to the fuel jet. Both carburetors are also equipped with a small starting carburetor, commonly referred to as a choke, for starting. Starting a cold engine may be difficult, as the cylinder mixtures may need more fuel than air to burn. A starting carburetor enriches the fuel/air mixture thus allowing more fuel to enter the combustion chamber. Both starting carburetors are tied to one control knob labeled CHOKE located near to the throttle lever in the lower center cockpit panel. The starting carburetors are by bypassed at throttle positions higher than idle. To assist in the prevention of induction icing, each carburetor is heated to approximately the engine temperature by a constant circulation of the engine coolant. This system is always active and has no pilot operated controls. PROPELLER The aircraft is equipped with a three-bladed, fixed-pitch, ground-adjustable, carbon fiber composite propeller. Adjusting the pitch angle of the blades should be performed only by precisely following the directions provided the propeller manufacturer. Any cracks or nicks in the blades can cause a catastrophic failure of the propeller. Therefore, if any flaws are discovered in the propeller, have them repaired before operating the engine. 1 Feb 11, Chg

133 Pilot Operating Handbook Section 7 TL-3000 Sirius Aircraft & System Descriptions NOTE High Propeller pitch settings or different pitch settings on each blade will cause vibrations that appear to be rough engine operation. FUEL SYSTEM The aircraft s fuel system consists of over wing, stainless steel, lockable, fuel caps, two vented 17.2 US gallon (32,2 USG useable) wing tanks, fuel drain system, tank selector shut-off valve, an electric auxiliary pump with green indicator ON light; fuel drain gascolator, an engine-driven fuel pump; and two carburetors. There is also a metered bleed return from the fuel pressure line that returns pressurized fuel to the top of the un-pressurized gascolator. The tank selector, shut-off valve is located below the wing flap controller on the lower center panel. The selector has three positions: LEFT (left horizontal), OFF (vertical down) and RIGHT (right horizontal). No fuel will be available from the tanks when the valve is in the OFF or CLOSED position, but it will be available when in either the LEFT or RIGHT position. Fuel is drawn from the feeding tank through the shut-off valve where it then passes through the gascolator filter to the engine-driven pump where fuel pressure then feeds both carburetors. When the auxiliary fuel pump is activated, fuel is drawn from the gascolator and through a by-pass one way valve to the supply side (by-passing) of the engine-driven pump, and then directly to the carburetors. Whenever the auxiliary pump is ON, a green indicator light located on the center instrument panel will be illuminated. Ventilation of each fuel tank is provided by a vent line from the top outboard of each tank to a vent line exiting under each wingtip. Each of the fuel tanks must receive ventilation for proper operation. Ensure that no blockage occurs in the vent lines by compression or insects at the exposed end of the line where it protrudes from the either of the under wing vents for the wing tanks. 1 Feb 11, Chg

134 Pilot Operating Handbook Section 7 TL-3000 Sirius Aircraft & System Descriptions Figure 7.1 Sirius 912 Fuel System Schematic 1 Feb 11, Chg

135 Pilot Operating Handbook Section 7 TL-3000 Sirius Aircraft & System Descriptions Figure 7.2 Sirius 912 Fuel System Aircraft Layout 1 Feb 11, Chg

136 Pilot Operating Handbook Section 7 TL-3000 Sirius Aircraft & System Descriptions CABIN HEATING AND VENTILATION Outside air can be vented into the cockpit for cooling purposes by opening any of three vents located in the cabin windows. Two are located next to either crew position above the outboard armrest, and they can be opened simply by pushing them out and rotating them to the desired position. Each side vent should be closed and rotated down when parked for rain protection. NOTE The side vents will pop open at high speeds, if they are closed and aimed forward. The resulting air pressure pop and noise may be momentarily distracting. The third vent is located at the front windshield, and can only be operated from the pilot s position. A pull knob is located forward of the pilot s armrest which is connected to the vent by a stainless steel Bowden cable control wire. By pulling the knob aft, the vent opens; to close the vent, push the knob forward. Fresh air for the cabin is not taken from the exhaust system or the engine compartment. The cowling contains a scoop on the forward lower edge which feeds directly to the radiator then vents warm air overboard down and out of the cowling. A duct scoop is attached to the aft left side of the radiator. Warm air is directed from behind the engine radiator into this scoop and enters the cabin through a heat diverter box mounted on the firewall. A valve inside the heat diverter box is opened and closed by a Bowden cable attached to a knob labeled CABIN HEAT to regulate warm air entering the cockpit. By pulling the knob out, warm air is allowed to flow into the cabin, and by pushing the knob in, the warm air is closed off and vented overboard. 1 Feb 11, Chg

137 Pilot Operating Handbook Section 7 TL-3000 Sirius Aircraft & System Descriptions BRAKE SYSTEM The aircraft has two single-rotor, hydraulically-actuated brakes located on the main landing gear, one on each wheel. Each brake is connected to a brake piston cylinder attached to the toe pedals of the rudder pedals. When the pilot or Copilot presses the left brake pedal, hydraulic pressure is sent down a hydraulic line to the left wheel brake pads, which in turn press on both sides of the rotor. The same process also applies the right brake pedal to the right brake rotor. The parking brake is located at the left of the pilot seat vertical support near the floor. To set the parking brake ON the left brake is depressed and the valve is turned 90 degrees in relation to the brake line. To release, simply turn the valve to parallel the brake line. CAUTION The parking brake valve can be turned ON without pressure in the brake line. This will prevent brake pressure from reaching the wheel area and result in an apparent loss of the left brake. Do not turn the valve ON in flight. 1 Feb 11, Chg

138 Pilot Operating Handbook Section 7 TL-3000 Sirius Aircraft & System Descriptions Figure 7.3 Sirius Brake System Schematic 1 Feb 11, Chg

139 Pilot Operating Handbook Section 7 TL-3000 Sirius Aircraft & System Descriptions ELECTRICAL SYSTEM AND INSTRUMENTS This aircraft is equipped with a 12-volt, direct-current electrical system. The source of electrical power is a battery that is attached on the engine side of the firewall. An internal alternator located at the rear of the engine block will charge the battery up to 13.5 VDC. Power is supplied to the electrical and avionics circuits through a main bus bar located behind center instrument panel, this bus bar is energized anytime the Main switch is ON. The ELT is independent from the aircraft electrical system. Two 12 VDC auxiliary power ports are installed in the lower right and left vertical surface of each seat. The pilot side port is direct wired to the battery. It may be used to enable a maintainer charge to the aircraft battery. CAUTION Do not attempt to start the engine with a dead battery by using the 12V DC port. The current load will exceed the wire capacity and a fire may result. (Use the exhaust stack as the negative ground and the positive bolt on the lower firewall below the cowling. A placard indicates the location for ground personnel.) The Instrument Switch activates all avionics equipment tied into the circuit. This instrument switch should always be in the OFF position before the main switch is turned on or before the main switch is turned off. Both the GPS and the Emergency Locator Transmitter (ELT) contain internal batteries, and therefore can be operated when Main switch is OFF. The Garmin GPS696 contains a rechargeable lithium-ion battery pack. The ELT contains eight D-cell batteries, as well as one small battery in the remote control panel. All D-cell batteries should be checked and or replaced at each annual inspection. The battery furnished with the Garmin GPS696 should be checked at each annual condition inspection and replaced in accordance with the manufacturer s instructions. CIRCUIT BREAKERS AND FUSES Circuit breakers and fuses are the best protection for electrical loads and malfunctions. The most common form of protection for this aircraft is circuit breakers (CB) and circuit breaker-switches (CBS). The CBs can manually be 1 Feb 11, Chg

140 Pilot Operating Handbook Section 7 TL-3000 Sirius Aircraft & System Descriptions pulled out to disconnect the circuit. If a surge or over-loading amperage is placed on a CBS switch, the built-in circuit breaker will open turning the switch off, thus protecting the circuit. After reducing the electrical load, turn the switch back to the ON position to reset the CBS breaker. LIGHTING SYSTEM Internal cockpit flood lighting is controlled by a CBS on the overhead panel. Conventional anti-collision, position and safety strobe lights are located on each wingtip. These lights are encased in a clear-plastic, flush-mounted cover for protection and decreased drag. The center overhead panel has an ON/OFF circuit breaker-switch (CBS) for the strobe lights. The landing light is located in the leading edge of the left wing. PITOT-STATIC SYSTEM AND INTRUMENTS The pitot tube consists of a ram air duct located inside a cylindrical air chamber. The ram air is received from a tube positioned ahead of the left wing. The tube supplies ram air pressure to the airspeed indicator. The static ports are located on both sides of the aft fuselage and supply outside atmospheric pressure to the airspeed indicator, altimeter, mode C, and vertical speed indicator. AIRSPEED INDICATOR The airspeed indicator (ASI) is the instrument that displays how fast the aircraft is traveling, in knots, through the air. Ram air pressure and static atmospheric pressure supplied by the pitot tube are compared by a diaphragm that expands and contracts as the difference between the two varies. Linkages are connected between the diaphragm and the indicator needle gives the pilot a visual reading of the indicated airspeed at any given time. ALTIMETER The altimeter (ALT) contains aneroid wafers that expand and contract as atmospheric pressure changes. As altitude increases, the atmospheric pressure decreases, and the aneroid wafers expand. As altitude decreases, the aneroid wafers will contract. Atmospheric pressure is supplied to the altimeter by the static ports on both sides of the aft fuselage. Mechanical linkages attached to the aneroid wafers move the needles on the altimeter face. A knob on the altimeter s face allows the pilot to enter the correct barometric pressure into the Kollsman window. 1 Feb 11, Chg

141 Pilot Operating Handbook Section 7 TL-3000 Sirius Aircraft & System Descriptions When setting the current barometric pressure in the Kollsman window for the first flight of the day, note the difference between the indicated altitude and the known field elevation. This will give you a correction factor for airborne resetting. VERTICAL SPEED INDICATOR The vertical speed indicator (VSI) provides the pilot with rate of climb and rate of descent. It acts quite similar to the altimeter. Atmospheric pressure is supplied by the static ports on the pitot tube, and this air is sent into a holding chamber. However, unlike the altimeter, this chamber also has a metered leak attached to it that allows the pressure inside the chamber to eventually equalize with the pressure outside of the chamber. As the aircraft climbs, pressure decreases and this is displayed by the needle on the VSI as a rate of climb. When the aircraft stops climbing, the metered leak allows the pressures to equalize, and thus the indicator needle returns to zero, or no rate of climb. The same holds true for a descent. The indicator will show a rate of descent so long as the aircraft continues to lose altitude, but will return to zero whenever level flight is reached. Because of the metered leak, there is a small delay in the VSI s indication and a change in altitude may be noted first from the altimeter. AVIONICS EQUIPMENT NOTE NOTE For specific operational instructions, see the manufacturer s operation manual corresponding to each piece of equipment. TRANSPONDER The transponder provides altitude information to air traffic control (ATC) radar. The transponder system contains a computerized altimeter connected to the pitot-static system that allows it to calculate the aircraft s altitude. This data is then transmitted to the ground radar of ATC. This altitude information returned to ATC is known as Mode C. It is only transmitted when the ATC radar queries the aircraft. The altitude displayed on the Transponder is only accurate at the altimeter setting. The transponder display inside the cockpit reads the present squawk code entered into the system. Control knobs allow the pilot to change the digits of the squawk code and enter various modes. 1 Feb 11, Chg

142 Pilot Operating Handbook Section 7 TL-3000 Sirius Aircraft & System Descriptions GLOBAL POSITIONING SYSTEM RECEIVER The global positioning system provides a vast amount of navigational information, such as: present coordinate position, distance, course headings, groundspeed, altitude, ETAs, ETEs, and a scrolling visual representation of the ground and surrounding airspace. Push buttons located on the cockpit display allow the pilot to enter information, toggle between screens, and interact with the scrolling map. The pilot should consult the provided GPS operations manual for maintaining, updating, or operating the GPS. 1 Feb 11, Chg

143 Pilot Operating Handbook Section 8 TL-3000 Sirius Required Placards & Markings SECTION 8 REQUIRED PLACARDS & MARKINGS TABLE OF CONTENTS Page INTRODUCTION 8-3 INTERIOR PLACARDS 8-3 EXTERIOR MARKINGS Feb 11, Chg 4 8-1

144 Pilot Operating Handbook Section 8 TL-3000 Sirius Required Placards & Markings (THIS PAGE BLANK) 1 Feb 11, Chg 4 8-2

145 Pilot Operating Handbook Section 8 TL-3000 Sirius Required Placards & Markings INTRODUCTION Section 8 contains a list of both placards and markings located inside the cockpit and on the exterior of the airplane. These placards and markings provide guidance, instruction, or caution. It is the responsibility of the owner/pilot to understand and comply with the directions of both the placards and markings. This section does not include multiple small signage, e.g.: OFF, ON or similar placards that are used to indicate the directions for the operation of installed avionics and other similar equipment. INTERIOR PLACARDS Below the lower center panel: ALL AEROBATIC MANEUVERS INCLUDING SPINS PROHIBITED P CP Instrument Panel Attached to the safety pin on the GRS activation handle: safety pin, remove before flight 1 Feb 11, Chg 4 8-3

146 Pilot Operating Handbook Section 8 TL-3000 Sirius Required Placards & Markings Aft cabin Spar (facing forward) in view of CP seating and Pax entrance LIGHT SPORT P-CP instrument panel V Speeds: Vne kts Vh 119 kts Vno kts Va 86 kts Vfe 75 kts Vx 55 kts Vy 50 kts Vs 43 kts Vso 34 kts Lower center panel in view of CP seating This aircraft was manufactured in accordance with Light Sport Aircraft airworthiness standards and does not conform to standard category airworthiness requirements. Pilot side forward bottom of window sill OPEN - FWD VENT - CLOSE P-CP Door sill; across from 12v aux power outlet 12V 1 Feb 11, Chg 4 8-4

147 Pilot Operating Handbook Section 8 TL-3000 Sirius Required Placards & Markings P Door sill; across from parking brake valve Parking Brake Below Fuel Selector Use LEFT fuel tank for initial 30 minutes of flight, then RIGHT. Alternate as required for fuel management. Next to Throttle Lever THROTTE Next to Trim Lever TRIM Right lower pilot panel above parachute activation handle. 1 Feb 11, Chg 4 8-5

148 Pilot Operating Handbook Section 8 TL-3000 Sirius Required Placards & Markings Left and Right Fuel Gauges, above cabin side windows. 1 Feb 11, Chg 4 8-6

149 Pilot Operating Handbook Section 8 TL-3000 Sirius Required Placards & Markings EXTERIOR MARKINGS Around each fuel tank cap: Circular marker Exterior cowling above engine exhaust pipe. Attention! Ground aircraft at engine exhaust during refueling. Main landing gear wheel pants, nose gear wheel pant: TP: 30 1 Feb 11, Chg 4 8-7

150 Pilot Operating Handbook Section 8 TL-3000 Sirius Required Placards & Markings Main Wheel pants (2) NO STEP Wing struts (2), Wing flap trailing edges (x2), left aileron trim tab, elevator trailing edge (x2), rudder trim tab (maybe clear black or red) NO PUSH Elevator trim tab: NO LIFT Lower external cowling, pilot side of nose gear: (vert or horiz lettering) EXTERNAL POWER 12 VOLTS D.C. Lower external cowling, P side of nose gear: (vert or horiz lettering) FUEL DRAIN 1 Feb 11, Chg 4 8-8

151 Pilot Operating Handbook Section 8 TL-3000 Sirius Required Placards & Markings Aircraft parachute warning labels Interior co-pilot panel: (May be separated for avionics installation as needed.) Exterior aft right fuselage rocket exit panel and under rear window (2) 1 Feb 11, Chg 4 8-9

152 Pilot Operating Handbook Section 8 TL-3000 Sirius Required Placards & Markings Static ports (2), aft fuselage 1 Feb 11, Chg

153 Pilot Operating Handbook Section 9 TL-3000 Sirius Handling, Service, & Maintenance SECTION 9 AIRPLANE HANDLING, SERVICE & MAINTENANCE TABLE OF CONTENTS Page INTRODUCTION AIRPLANE FILES AIRPLANE INSPECTION PERIODS FAA REQUIRED INSPECTIONS ALTERATIONS OR REPAIRS AIRCRAFT AND ENGINE APPROVED EQUIPMENT AIRCRAFT MASTER EQUIPMENT LIST (MEL) REPORT / FEEDBACK FORMS AIRCRAFT WARRANTY AIRCRAFT SAFETY / PART / ASSEMBLY / INCIDENT FEED BACK POH OR MAINTAINANCE FEEDBACK AIRCRAFT WARRANTY CLAIM EXAMPLE AIRCRAFT WARRANTY CLAIM CUSTOMER CONTACT OR COMMENT FORM AIRCRAFT MAJOR REPAIR OR ALTERATION GROUND HANDLING TOWING PARKING TIE-DOWN JACKING SERVICING ENGINE OIL ENGINE COOLANT FUEL TIRE PRESSURES CLEANING AND CARE PLEXIGLASS PROPELLER CARE ENGINE CARE INTERIOR CARE Feb 11, Chg 4 9-1

154 Pilot Operating Handbook Section 9 TL-3000 Sirius Handling, Service, & Maintenance (THIS PAGE BLANK) 1 Feb 11, Chg 4 9-2

155 Pilot Operating Handbook Section 9 TL-3000 Sirius Handling, Service, & Maintenance INTRODUCTION Section 9 provides instruction and procedures for handling and care of the airplane. This section also contains information on inspection and maintenance requirements necessary to maintain airworthiness for the aircraft. AIRPLANE FILES Certain items must be with the airplane at all times. The following is a list of these items and when they are required: To be carried in the airplane at all times: 1. Pilot Operating Handbook (POH) 2. Weight and Balance Data 3. Operating Limitations issued by FAA at airworthiness inspection. 4. Aircraft Airworthiness Certificate (FAA Form ) 5. Aircraft Registration Certificate (AC Form ) To be with the pilot during flight 1. Airman Certificate 2. Medical Certificate or Driver s License, if operating as Sport Pilot.) 3. Pilot Log Book, if operating as Sport pilot. 4. Aviation Charts To be made available upon request: 1. Airplane Log Book 2. Engine Log Book 3. Propeller Log Book 4. Pilot Log Book, (non Sport Pilot operations). AIRPLANE INSPECTION PERIODS FAA REQUIRED INSPECTIONS As required by Federal Aviation Regulations, all LSA aircraft of U.S. registry must undergo a complete condition inspection ( annual ) every twelve calendar months. It is the responsibility of the owner/pilot to assure compliance with all applicable aircraft manufacturer directives. 1 Feb 11, Chg 4 9-3

156 Pilot Operating Handbook Section 9 TL-3000 Sirius Handling, Service, & Maintenance ALTERATIONS OR REPAIRS All alterations or major repairs to the airplane must be approved in writing by the aircraft manufacturer. Use the AMM to determine the process and approval needed for each repair. Major repairs (those not described in the AMM) require the submission and prior approval of the manufacturer via TL form 2384(337) See AMM for details or to download a copy see the following web location: Aircraft and engine approved equipment Changes and additions to this master equipment list will be issued as structural, dynamic, electrical, loading, weight/balance, and system component performance testing and analysis is completed. Manufacturers are encouraged to submit requests to the U. S. Field Technical Director for additions to the equipment list. Such requests must explain proposed benefits to our customers, documentation of all aspects of the item under consideration, samples and anticipated effect on existing components/systems, as well as with a written program describing the methods of both ground and flight testing necessary for approval. TL Ultralight must remain and retain the approval authority of any items installed in the TL3000 series aircraft. Therefore the following Master Equipment List (MEL) must be enforced as the only approved items for installation on the aircraft without further authority. No substitutions are allowed without a proper testing program previously approved under the written authority of TL Ultralight, sro or the U. S. Field Technical Director. Such authority will be issued on TL form ASTM 2384(337). A copy is included in this section of the AMM and the latest version is available on line in the Owner Section at 1 Feb 11, Chg 4 9-4

157 Pilot Operating Handbook Section 9 TL-3000 Sirius Handling, Service, & Maintenance Aircraft Master Equipment List (MEL) The MEL specifies equipment the manufacturer has approved for installation on the aircraft without further testing. Log aircraft log entry / weight and balance are completed if there are equipment changes. NOTE The enclosed MEL copy that follows may not be current. See latest MEL revision on-line in the Owner Section at For changes to the aircraft that are not in the MEL see procedures found in this chapter for the use and approval of TL form 2384 (337), latest edition. 1 Feb 11, Chg 4 9-5

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168 Pilot Operating Handbook Section 9 TL-3000 Sirius Handling, Service, & Maintenance Report Feed Back Forms The following pages contain feed-back reports that are intended to assist the owner in reporting questions, safety issues, service or maintenance issues, parts and assembly performance, incidences and warranty claims which may assist in the safe operation of our aircraft and the use of this manual. Electronic versions are also available by request. TL Form 1000: Aircraft Warranty, TL Form 1001: Aircraft / Part / Assembly/ Incident Safety Feed Back TL Form 1002: Aircraft POH or Maintenance Area Feed Back, TL Form 1004: Example of Aircraft Warranty Claim TL Form 1004: Aircraft Warranty Claim Form TL Form 1005: Customer Contact or Comment Form TL Form ASTM 2384 (337): Aircraft Major Repair or Alteration Approval Please copy the form and complete all sections; then scan, , fax, FedEx or US mail it to the address below. You will receive a confirmation of the receipt and status of your comments within 48 hours. Send the completed form to: TL Ultralight, sro Customer Service 8222 Remount Road KORK Municipal Airport North Little Rock, AR Phone: Fax: info@sportair.aero 1 Feb 11, Chg

169 Pilot Operating Handbook Section 9 TL-3000 Sirius Handling, Service, & Maintenance Aircraft Warranty 1 Feb 11, Chg

170 Pilot Operating Handbook Section 9 TL-3000 Sirius Handling, Service, & Maintenance Aircraft Safety / Part / Assembly Incident Feed Back Form Aircraft Safety / Part / Assembly Incident Feed Back Form Report Date: Submitted date: Aircraft Serial Number: Aircraft N Number: Aircraft Hours: Aircraft Location: Conditions: 1. Periodic Inspection Notes (circle ) 2. Pre-flight Inspection 3. Engine Start 4. Taxi 5. Take off 6. Climb 7. Level Off 8. Cruise 9. Decent 10. Pattern 11. Approach 12. Landing 13. Other Detailed Description: (Include conditions in flight. Continue on back if required) Affected assembly or part name Part Number Time in Service Total Time Dealer Name: Contact: Warranty Claim Filed: YES - NO Claim Number: CONTACT INFORMATION Owner: Address: City, State, Zip Phone / Fax: Print Name: Signature: TL Form June 10 / 2010 TL-Ultralight, sro / Reproduction of this document in any part is forbidden. 1 Feb 11, Chg

171 Pilot Operating Handbook Section 9 TL-3000 Sirius Handling, Service, & Maintenance POH or Maintenance Area Feed Back Form Pilot Operation Handbook (POH) or Aircraft Maintenance Manual or Maintenance Finding Feed Back Form Report Date: Submitted date: Aircraft Serial Number: Aircraft N Number: Aircraft Hours: Aircraft Location: Aircraft Maintenance Area or AMM Section: 0. Introduction (circle one) 1. General Information 2. Inspections 3. Structures 4. Engine 5. Fuel System 6. Propeller 7. Utility Systems 8. Instruments and Avionics 9. Electrical System 10. Painting and Coatings Page Number: Subject Heading: Description: (errata, information conflict, details, photos, etc.) Attach additional pages if needed and check here: Owner: Address: City, State, Zip Phone / Fax: Print Name: CONTACT INFORMATION Signature: TL Form June 10 / 2010 TL-Ultralight, sro / Reproduction of this document in any part is forbidden. 1 Feb 11, Chg

172 Pilot Operating Handbook Section 9 TL-3000 Sirius Handling, Service, & Maintenance Aircraft Warranty Claim Form US-XX-XX-XX (Claim No will be added by TL) TL Valid Claim Number Warranty Claim Report Date: Day / Month / Year Aircraft Make / Model: TL2000 or TL 3000 / Sting or Sirius Serial Number / FAA N Number: Insert SN / Insert N number Aircraft time in service: Owner: Insert Total Flight Hours Insert Owner's Name Location / Phone: Insert Owner Address / Insert Owner Phone Problem Description, system affected, include photos Here insert a description of the problem Please use a separate from for each claim. You may order an electronic version of this form to increase any area needed. Solution to problem, parts list, cost/time estimate, include photos Here describe the solution. Include a list of parts as necessary. Submit faulty parts for return to the factory. Related reports, documents, recommendations Warranty claim report made by: Here add notification of problem to distributor and date Add also photos of problem before and after solution. Please state how this problem can be prevented in the future. Example of completed TL form 1004 Name Title Phone Street Address Street: City State Zip City: Area Code and Phone Number: ( ) Accepted by TL Ultralight as valid claim: Copyright 2010 TL-Ultralight, sro / Reproduction of this document in any part is forbidden. TL form June 10 1 Feb 11, Chg

173 Pilot Operating Handbook Section 9 TL-3000 Sirius Handling, Service, & Maintenance TL Valid Claim Number Warranty Claim Report Date: / / Aircraft Make / Model: / Serial Number / FAA N Number: / Aircraft time in service: Owner: Location / Phone: / Problem Description, system affected, include photos Solution to problem, parts list, cost/time estimate, include photos Related reports, documents, recommendations Warranty claim report made by: Name Title Phone Street Address Street: City State Zip City: Area Code and Phone Number: ( ) Accepted by TL Ultralight as valid claim: Copyright 2010 TL-Ultralight, sro / Reproduction of this document in any part is forbidden. TL form June 10 1 Feb 11, Chg

174 Pilot Operating Handbook Section 9 TL-3000 Sirius Handling, Service, & Maintenance Customer Contact or Comment Feed Back Form Customer Contact or Comment Feed Back Form Date: Aircraft Serial Number: Aircraft Hours: Subject Heading: Description of comment : Submitted date: Aircraft N Number: Aircraft Location: Attach additional pages if needed and check here: CHANGE OF OWNERSHIP OR ADDRESS Owner: Address: City, State, Zip Phone / Fax: Print Name: Signature: CONTACT INFORMATION Owner: Address: City, State, Zip Phone / Fax: Print Name: Signature: TL Form June 10 / 2010 TL-Ultralight, sro / Reproduction of this document in any part is forbidden. 1 Feb 11, Chg

175 Pilot Operating Handbook Section 9 TL-3000 Sirius Handling, Service, & Maintenance Aircraft Major Repair and Alteration Form TL form 2384(337) Page 1 / 2010 TL-Ultralight, sro / Reproduction of this document in any part is forbidden. 1 Feb 11, Chg